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sbknews · 2 years ago

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2024 Honda CBR600RR

Honda’s middleweight supersport jewel returns to Europe, destined for road and track action. Its inline four-cylinder, 16V DOHC engine produces 89kW @ 14,250rpm and features an assist/slipper clutch and standard fit quickshifter. Throttle By Wire control – derived from the RC213V-S – along with addition of a Bosch 6-axis IMU delivers 3 default riding modes, plus two custom User modes for adjustment of Engine Power, Engine Braking, Wheelie Control and 9-level HSTC. Cornering ABS and Rear Lift Control are also part of the package. The chassis comprises an aluminium twin-spar frame, aluminium swingarm, Honda Electronic Steering Damper, 41mm Showa Big Piston USD forks and Unit Pro-Link Showa rear shock. Dual, radial-mount four-piston front calipers work 310mm floating discs. Designed to deliver best-in-class aerodynamic performance, the aggressive styling includes downforce-generating front winglets. A full colour TFT screen completes the specification. An HRC Race Kit will also be an option, for circuit use only. Like all bikes in Honda’s supersport family, the 24YM CBR600RR will be available in HRC Grand Prix Red HRC TriColour and stealthy Matt Ballistic Black Metallic.

- Introduction The much-loved CBR600RR has an impressive and hard-won racing pedigree. It was piloted to FIM World Super Sports championship victory every year from 2003 to 2008, and again in 2010, 2012 and 2014. It won the Asia Road Racing championship from 2012 to 2016 and the All-Japan Road Race championship ST600 class from 2003 to 2011, and in 2013, 2014, 2016 and 2019. Its engine also provided the power for Moto2 between 2010 and 2018. The 600RR departed from Honda’s European showrooms at the start of 2017 as the trend away from supersport machinery towards naked and adventure models accelerated. In the intervening years, the middleweight sports category has seen a revival, and the model was reintroduced for 21YM in Japan and Thailand. Now the time is ripe for the purest of all road-legal sports bikes to make its return to Europe. Loaded with cutting-edge MotoGP-inspired electronics and aerodynamics, the new 24YM CBR600RR is a rare, beautiful thing – a free-revving four-cylinder motorcycling gem that exists in a class of one. Born ready to carve an elegant line on the open road or closed circuit, there’s no other riding experience quite like it.

- Model Overview Honda’s supersports icon returns to Europe with its 599cc, inline four-cylinder engine producing 89kW @ 14,250rpm, and benefitting from an assist/slipper clutch and standard-fit quickshifter. An electronics package drawn from the RC213V-S and the CBR1000RR-R Fireblade includes Throttle By Wire control, 9-level Honda Selectable Torque Control (HSTC), Wheelie Control and Rear Lift Control. At the centre of the action and managing all of the systems, including Cornering ABS, is a 6-axis Inertial Measurement Unit (IMU) as found inside its sibling, the CBR1000RR-R Fireblade. There are 3 default riding modes, plus 2 User modes for adjustment of Engine Power, Engine Braking, HSTC and Wheelie Control. The chassis comprises a twin-spar aluminium frame, aluminium swingarm, 41mm Showa Big Piston USD front forks and Unit Pro-Link Showa rear shock. Four-piston radial-mount front calipers provide the braking power, and a Honda Electronic Steering Damper (HESD) extra stability. The full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift Up indicator and lap timer are also featured. Honda’s Emergency Stop Signal (ESS) and Honda Ignition Security System (HISS) are included in the specification. Like all bikes in Honda’s supersport family, the 24YM CBR600RR is available in two colour options: under-the-radar Matt Ballistic Black Metallic, and evocative Grand Prix Red HRC TriColour, the signature colourway of Honda Racing Corporation (HRC).

- Key Features 3.1 Engine - Inline four-cylinder engine produces 89kW with 63Nm torque - Assist/slipper clutch The CBR600RR’s 599cc, 16-valve inline four-cylinder engine produces 89kW @ 14,250rpm, with 63Nm torque @ 11,500rpm. To achieve the power output at this rpm ceiling the materials used for the camshafts, valve springs and crankshaft have been upgraded for its return to manage both high-rpm inertia force and durability. Bore and stroke is set at 67mm x 42.5mm, with compression ratio of 12.2:1. Every aspect of intake, combustion and exhaust has been through development since the CBR600RR was last on sale in Europe. To flow enough volume at high rpm throttle body diameter is 44mm. The port of the throttle butterfly valve and the intake-side valve have been shaped to allow the cross-section of the entire port (including the inside of the throttle body) to run smoothly, reducing intake pressure drop. The combination of this smooth intake passage and Throttle By Wire (TBW) delivers smooth throttle control, especially at partial openings from fully closed. The inlet ports have been re-shaped, increasing flow capacity by 2.2%. Valve timing has also been adjusted: closing of the inlet valves has been pulled back 5° with the exhaust valves opening 5° later, improving the intake efficiency of the fuel/air mixture and exhaust of combustion gas. Inlet valve diameter is 27.5mm matched to 22.5mm exhaust. For maximum cooling efficiency around the cylinder head, long reach spark plugs allow the water jacket to sit close to the plug hole and exhaust valve seat. The 4-2-1 exhaust uses large bore diameters to enhance high-rpm gas flow; wall thickness has been carefully managed to minimise weight gain. The catalyser is also physically larger, and an important part of the EURO5 homologation process. An assist/slipper clutch manages rear wheel ‘hop’ through rapid down changes and hard braking. It also reduces the physical force needed to operate it by 32% over a standard design and employs die-cast aluminium cams at both transmitting and receiving ends, with clearance between both optimised to improve lever feel.

3.2 Engine Electronics - RC213V-S-derived Throttle By Wire (TBW) control system - 9-level Honda Selectable Torque Control (HSTC) - 3 default riding modes plus options to customise Power, Engine Brake, HSTC and Wheelie Control - Quickshifter standard fitment The Throttle By Wire (TBW) used by the CBR600RR is drawn from the CBR1000RR-R Fireblade and was developed on the RC213V-S. An Acceleration Position Sensor (APS), which interfaces with the throttle grip is built into the switchgear. It sends a signal to the ECU, which then sends a signal to the TBW motor that controls the butterfly. Crucially, the return spring and friction generated by the APS offers a completely natural throttle feel and control. It also offers the same controllability and feel across all of the power levels. The electronic package that goes with TBW is also drawn from the Fireblade. 9-level (plus off) Honda Selectable Torque Control (HSTC) uses slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. It gives smooth, intuitive grip management, with software developed from wide-ranging, top-level feedback from around the world, including HRC’s riders. Level 1 has the weakest intervention, level 9 the strongest. There are three default riding modes: Mode 1 (Fast Riding), Mode 2 (Fun Riding) and Mode 3 (Comfortable Riding) with 2 User options for a full custom setup across all of the parameters. Modes can be switched while riding (from the left handlebar switchgear), as can the HSTC level when in User 1 or 2. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention. Wheelie Control uses information gathered by the IMU on the CBR600RR’s pitch angle, along with front and rear wheel speed sensors to maintain torque and deal with the wheelie without sacrificing forward drive. A standard-fit quick shifter delivers razor-fast changes, with short fuel cut time while shifting, and smoother torque pickup after shifting. It offers 3-level adjustment for feel.

3.3 Chassis - Twin-spar aluminium frame, aluminium swingarm - 41mm Showa Big Piston USD forks - Bosch 6-axis Inertial Measurement Unit (IMU) - Honda Electronic Steering Damper (HESD) - Four-piston, radial-mount front brake calipers and floating discs For this latest incarnation of the CBR600RR Honda’s development engineers picked through the bike, front to back, looking for weight savings with performance enhancement to complement the addition of a Bosch 6-axis Inertial Measurement Unit (rather than 5-axis of the 21YM model) to the electronic package. The updated IMU is key to the bike’s ability to build speed and measures every dynamic aspect, in each plane, calculating 100 times a second using Honda’s own algorithm and in turn managing the HSTC and Cornering ABS, which is a new technology applied to the 24YM CBR600RR. It’s 2.5kg lighter than the ‘Combined-ABS’ electronic system of the previous design and employs a Nissin ABS modulator and ECU – which takes input from the IMU and deceleration and slip rate from the front/rear wheel speed sensors to manage brake pressure in a straight line and while cornering. Rear Lift Control is also a new feature, and again uses IMU input to maximise braking performance while minimising rear wheel lift. At the heart of the chassis is a hollow, die-cast twin-spar aluminium frame. Wheelbase is set at 1370mm, with rake of 24 o 06’ and 100mm trail. Length from swingarm pivot to rear wheel spindle is 569mm; the aluminium swingarm is also 150g lighter than the previous model, with each part redesigned to save weight but also to give the desired rigidity balance. Kerb weight is set at 193kg. Fully adjustable Showa 41mm Big Piston USD forks offer high-quality suspension reaction and control. They’re also 15mm longer in the legs to allow flexible geometry changes. The fully adjustable Showa rear shock operates through Unit Pro-Link. Up front, dual radial-mount four-piston calipers clamp 310mm floating discs; a radial-piston master cylinder is also standard fit. A rear, single-piston caliper works a 220mm disc. Cast aluminium wheels wear 120/70ZR17M/C front and 180/55ZR17M/C rear tyres. A Honda Electronic Steering Damper (HESD) – designed exclusively for the CBR600RR – operates relative to velocity and is ECU-controlled; at lower speeds its main valve opens, reducing damping force. At high speed the valve closes, increasing damping force for maximum stability.

3.4 Styling & Equipment - Best in class aerodynamic performance - Winglets generate downforce to enhance front tyre grip - Full colour TFT screen While it’s a stunning looking motorcycle, the CBR600RR’s styling also provides two performance upgrades: as a fully equipped road bike, the lowest Coefficient of Drag in class, at 0.555 (with rider in a racing tuck), and winglets to improve corner entry stability and turning ability while accelerating. A guiding phrase used by Honda’s development team for the bodywork was ‘Embody the functional design in pursuit of high-speed on-track performance.’ Everything learnt producing the CBR1000RR-R Fireblade, and before it the MotoGP-derived RC213V-S, was applied with a focus on the mass centralisation of form. As a result, the sharp, super-compact LED headlights, indicators and ABS modulator are lighter compared to the previous design. The riding position too has been made deliberately flexible for road and track; the fuel tank cover sits 10mm lower, allowing the rider to tuck in neatly at high speed. It’s also slimmer and designed to allow the rider’s arms to also have a natural place at speed. The screen sits at a 38°, to maximise aerodynamic efficiency relative to any position the rider might use on track. Seat height is set at 820mm. Radiator cooling efficiency is focus of the mid-section of the fairing, and airflow speed and pressure into the front wheel housing has been optimised for both flow in and out. The lower fairing extends close to the rear wheel and is shaped to move airflow downwards. This reduces the amount of direct air pressure exposure against the tyre, reducing overall resistance. The winglets generate downforce – maintaining front tyre load – on corner entry as the rider leans in and releases the front brake. And overall cornering stability is improved, as is corner speed. Carefully designed, the winglets do not interfere with the bike’s handling agility, with the vertical shaping suppressing the development of vortices. A full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift-Up indicator uses 5 white horizontal LEDs above the central display and turn on and flash at the pre-set rpm for shifting. Information available also includes lap time, number of laps and fastest lap. Lighting is LED. The dual front headlights are lightweight in design and allow the optimal intake area for the central ram-air duct. Honda’s Emergency Stop Signal (ESS) is linked to the ABS modulator and activates the front and rear indicators under sudden, hard braking to warn other road users. Honda Ignition Security System (HISS) uses interlock control between the ID tag in the key and internal ID of the engine ECU so there’s no way to start the engine without the key. A red LED on the dash flashes every 2.5 seconds for 24 hours once the ignition is off and even when it stops flashing, HISS is still on. A small final detail to note - the CBR600RR wears its racing DNA in the shape of Honda’s signature wing on its fuel tank cover – exactly the same as the RC213V-S.

- Accessories Two Genuine Honda Accessories Packs are ready to go for the CBR600RR: Racing Pack This pack underlines the racing pedigree and sportiness of the CBR600RR. The Oil Filler Cap includes an HRC logo, the Carbon Look Tank Pad wears a CBR logo and Wheel Stripes are finished in HRC Tri-Colour and Honda Racing Logo. A Seat Cowl replaces the pillion seat and is available in Black or Red. Comfort Pack Take the supersports experience further... Functional rear seat bag that is specifically adapted to the tapered shape of the rear seat. Featuring a capacity of 15L that can be expanded up to 22L and always stable during riding thanks to its specific attachment system. 5-level Heated Grips extend the riding year, while a USB-C charging socket adds convenience. HRC Race Kit HRC has developed a Race Kit for the CBR600RR that ups engine performance, heightens cornering ability and grip, and saves weight. Available to buy as a complete kit – and for circuit use only – all road safety items are neatly removed and HRC kit parts, including ECU, wiring harness, cylinder head gasket, big radiator, racing exhaust, front/rear suspension and brake discs plug straight in. - Technical Specification ENGINE Type Liquid cooled 16-valve DOHC, inline-4 Engine Displacement (cm³) 599cc No. of Valves per Cylinder 4 Bore ´ Stroke (mm) 67mm x 42.5mm Compression Ratio 12.2:1 Max. Power Output 89kW @ 14,250rpm Max. Torque 63Nm @ 11,500rpm Noise Level Lurban - 74dB, Lwot - 77dB Oil Capacity 3.4L FUEL SYSTEM Carburation PGM-FI Fuel Tank Capacity 18L C02 Emissions WMTC 128 g/km Fuel Consumption 18.2km/L (5.5L/100km) ELECTRICAL SYSTEM Starter Electric Battery Capacity 12-9.1Ah YTZ10S DRIVETRAIN Clutch Type Wet, multiplate hydraulic clutch Transmission Type Manual 6-speed Final Drive Chain FRAME Type Aluminium twin tube composite twin spar CHASSIS Dimensions (L x W x H) 2,030mm x 685mm x 1140mm Wheelbase 1,370mm Caster Angle 24 o 06’ Trail 100mm Seat Height 820mm Ground Clearance 125mm Kerb Weight 193kg SUSPENSION Type Front Fully adjustable Showa 41mm Big Piston USD, 120mm stroke. Type Rear Fully adjustable Showa rear shock operating through Unit Pro-Link. 128mm axle travel WHEELS Rim Size Front 17M/CxMT3.50 Rim Size Rear 17M/CxMT5.50 Tyres Front 120/70ZR17M/C DUNLOP Roadsports2 Tyres Rear 180/55ZR17M/C DUNLOP Roadsports2 BRAKES ABS System Type 2 channel Front 310mm floating discs with radial-mount 4-piston caliper Rear 220mm disc with single piston caliper INSTRUMENTS & ELECTRICS Instruments TFT-LCD Security System HISS Headlight LED Taillight LED Quickshifter Yes All specifications are provisional and subject to change without notice. ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors. Read the full article

#Honda #HondaCBR600RR #HondaMotorcycles #HondaUK #MotorcycleNews #Motorcycles

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motorgirls · 7 years ago

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New 2015 Yamaha YZF-R1 Motorcycles For Sale in Alabama,AL

2015 Yamaha YZF-R1, CALL 256-650-1177 TO SAVE $$$ 2015 Yamaha YZF-R1 MotoGP-Inspired The new YZF-R1 blurs the line between MotoGP and production superbike like never before. Features May Include The 2015 YZF-R1 features a completely new, lightweight and compact, crossplane-concept, inline-four-cylinder, 998cc high-output engine. Featuring a first ever for a production motorcycle, titanium fracture split connecting rods delivering extremely high horsepower and a strong pulse of linear torque for outstanding performance. The YZF-R1 features the most advanced MotoGPÂ®-inspired electronics package ever offered on a supersport machine: a full suite of inter-related technologies, enabling the rider to enjoy the fullest range of performance with great comfort, control, and ease of operation. Featuring the first six-axis Inertial Measurement Unit (IMU) ever offered on a street-going motorcycle, the 2015 R1 represents the dawn of a new digital era where all riders can experience total 3D controllability. IMU consists of a gyro sensor that measures pitch, roll, and yaw, as well as an accelerometer, or G-sensor, that measures acceleration in the fore-aft, up-down, and right-left directions all at a rate of 125 calculations per second. By calculating each signal, the IMU finds the precise vehicle position and movement, and communicates it to the ECU, enabling it to control the bike s systems. The 2015 R1 is fully equipped with banking-sensitive Traction Control, as well as Slide Control, Anti-Wheelie Control, Quickshifter, Launch Control, ABS, a Unified Braking System, and much more. The all-new R1 gives street riders, track day participants, and full-on racers an unmatched and unprecedented level of rider-adaptive performance. All-new aluminum DeltaboxÂ® frame is designed to provide optimum longitudinal, lateral and torsional rigidity balance. The engine is a stressed member of the chassis. An all-new titanium exhaust system with titanium headers and muffler canister with mid-ship layout is positioned low and in the middle of the chassis for centralized mass. The styling on the new R1 is inspired by the YZR-M1, purposely sculpted for maximum aerodynamic efficiency.

Click here to find more detail

#Yamaha #YZF-R1 #Sportbike #Huntsville #AL #motorycycle #rv #auto #motor

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automotiveworlds · 5 years ago

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Berikut 7 Motor Sport Terbaru 2020 yang Menjadi Idaman Para Pecinta Hobi Otomotif

Berikut 7 Motor Sport Terbaru 2020 yang Menjadi Idaman Para Pecinta Hobi Otomotif - Panduan praktis ini mencakup semua motor jalan-hukum baru atau yang diperbarui secara signifikan untuk model tahun 2020 (plus mengintip beberapa model 2.021). Diatur dalam urutan abjad oleh pabrikan, itu termasuk foto dan tautan ke detail atau, jika tersedia, wahana pertama dan ulasan uji jalan tentang masing-masing sepeda. Panduan ini diperbarui secara berkala karena lebih banyak model baru / diperbarui diumumkan, dan ketika kami memiliki kesempatan untuk mengendarainya dan melaporkan kesan kami.

Aprilia RS 660

RS 660 sportbike Aprilia yang baru ini ditenagai oleh kembaran paralel yang berasal dari dua silinder depan dari powerplant RSV4 1.100 cc yang perkasa. Kembar, DOHC twin-cooled dengan engkol 270 derajat dikatakan membuat 100 tenaga kuda dalam paket 373-pound (kering, diklaim), dan mesin adalah sebagai anggota yang ditekankan dari rangka aluminium. RS 660 memiliki paket elektronik APRC berbasis IMU enam sumbu dengan lima mode pengendaraan yang menyesuaikan respons throttle, kontrol traksi, kontrol roda, pengereman mesin dan menikung ABS, serta kontrol jelajah dan quickshifter. Fitur lain termasuk suspensi yang dapat disetel, kaliper depan radial Brembo, fairing ganda dengan lampu depan LED dan lampu menikung, serta layar TFT dengan mode Road and Track. MSRP adalah TBD.

BMW F 900 XR

Seperti F 900 R, F 900 XR yang baru didasarkan pada versi paralel kembar 895cc yang dirilis tahun lalu yang mendukung F 850 GS, yang menurut BMW bagus untuk 105 tenaga kuda dan torsi 68 lb-ft. F 900 XR memiliki rangka baja dan subframe belakang, tangki bahan bakar plastik ringan (4 galon), layar TFT 6,5 inci, pencahayaan LED, dua mode pengendaraan (Rain and Road) dan ABS dan ASC sebagai perlengkapan standar. F 900 XR akan tersedia dalam Light White, Galvanic Gold Metallic dan Racing Red. MSRP adalah $ 11.695.

BMW R 1250 RS

Menerima pembaruan yang serupa dengan yang diterima model-model lain dalam keluarga R untuk 2019, roadster R 1250 R BMW mendapatkan petinju kembar 1.254cc lebih besar dengan timing katup variabel Shift dan stroke valve dan pembaruan untuk paket elektroniknya. RS juga mendapatkan penyegaran gaya yang menjatuhkan tampilan S 1000 RR yang asimetris dan mengedipkan mata yang mendukung perakitan lampu LED kembar yang sporty, dan DRL LED (lampu daytime running light) adalah pilihan. Meskipun diumumkan sebagai model 2019, R 1250 RS tidak berhasil sampai ke AS tepat waktu. BMW mengatakan akan tersedia sebagai model 2020 dengan MSRP mulai dari $ 15.695.

Ducati Panigale V2

Panigale 959 telah berganti nama menjadi Panigale V2, dan didukung oleh versi 5-compliant Euro5 dari 955cc Superquadro L-twin yang membuat tenaga kuda diklaim 155 pada 10.750 rpm dan torsi 77 lb-ft pada 9.000 rpm. Untuk tahun 2020 Panigale V2 mendapatkan bodywork baru, paket elektronik berbasis IMU lengkap dengan mode pengendaraan, suspensi sepenuhnya dapat disesuaikan (Showa Big Piston Fork, syok Sachs), peredam kemudi Sachs, kaliper depan monoblok Brembo M4.32, Pirelli Diablo Ban Rosso Corsa II, layar TFT, dan lampu LED. Dengan tangki baja 4,5 galon penuh, Panigale V2 memiliki bobot 441 pound yang diklaim. Satu-satunya pilihan warna adalah Ducati Red dengan roda hitam. MSRP adalah $ 16.495.

Harley-Davidson Bronx

Menggoda pada tahun 2018, di EICMA Harley-Davidson akhirnya meluncurkan streetfighter Bronx, yang ditenagai oleh mesin V-twin 60 derajat 975cc berpendingin cairan bernama Revolution Max. Harley mengatakan, Revolution Max dirancang untuk meminimalkan bobot dan memaksimalkan kinerja, dengan profil sempit yang terintegrasi ke dalam sepeda sebagai bagian rangka yang ditekan dan penyeimbang yang mengurangi getaran yang tidak diinginkan. Target kinerja yang diklaim lebih dari 115 daya kuda dan torsi 70 lb-ft. Kecuali untuk mesin, Harley sangat sibuk dengan detail teknis. Ini akan diluncurkan pada akhir 2020.

Honda CBR1000RR-R Fireblade SP

Diperkenalkan sebagai model 2021 dan tersedia dalam jumlah terbatas pada Juni 2020, CBR1000RR-R Fireblade SP ditenagai oleh all-new, lebih kuat 1.000cc in-line empat dalam sasis aluminium baru. Fitur suspensi Öhlins Öhlins Smart EC 2.0 dengan OBTi (Object Based Tuning interface), rem Brembo termasuk kaliper depan Stylema yang memeras cakram 330mm dan paket elektronik komprehensif dikendalikan oleh Bosch 6-axis IMU. MSRP adalah $ 28.500.

Kawasaki Z H2

Kawasaki membawa 998cc empat-in-line supercharged ke jajaran motor telanjang Z-nya di Z H2 yang semuanya baru. Ini akan menampilkan bingkai teralis yang dirancang khusus, suspensi Showa, kaliper depan monoblock Brembo, pencahayaan LED, layar TFT yang dapat diganti warna, konektivitas ponsel cerdas, rangkaian lengkap perangkat elektronik berbasis IMU dan kopling bantu dan sandal. 2020 Kawasaki Z H2 akan tersedia dalam Metallic Spark Black / Metallic Graphite Grey / Mirror Coated Spark Black pada MSRP sebesar $ 17.000.

#MOTOR SPORT #MOTOR TERBARU 2020 #APRILIA RS 660 #BMW F 900 XR #BMW R 1250 RS #DUCATI PANIGALE V2 #HARLEY DAVIDSON BRONX #HONDA CBR1000RR-R FIREBLADE SP #KAWASAKI Z H2

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motorkeera · 5 years ago

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Yamaha YZF R1M [2020] is not launched in India yet. Information on this page is tentative. The R1M remains the pinnacle of Yamaha supersport motorcycles, and short of grabbing one of Valentino Rossi’s old MotoGP bikes, this is the most performance you can have with the tuning forks logo. For 2018, Yamaha has left the driveline the same – most of us would be happy with figures of 197bhp and 112Nm from a crossplane four-cylinder motor – but upgraded the electronics package. Therefore, in addition to the 6-axis IMU which controls traction control, ABS, slide control, lift control, and launch control, the R1M gets Ohlins semi-active suspension which adjusts the compression and rebound on the go, depending upon the feedback it receives from the sensors. It is called the Ohlins Smart EC 2ERS. It gets an updated quickshifter that now allows it clutchless downshifts as well. A new colour scheme will debut on the 2018 Yamaha YZF-R1M, called ‘Silver Blu Carbon’. #yamaha #yamahaindia #r1 #r1m #yamahar1m #instabike #superbike #superbikes #supersports #inlinefour #inlinefourengine #powermachine #bikes #motorcycle #motorkeera #superbikesinindia #superbikelover #yamahar1 https://www.instagram.com/p/B-3f5-sBZh-/?igshid=s7pb2op5u8jg

#yamaha #yamahaindia #r1 #r1m #yamahar1m #instabike #superbike #superbikes #supersports #inlinefour #inlinefourengine #powermachine #bikes #motorcycle #motorkeera #superbikesinindia #superbikelover #yamahar1

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jumph4x · 6 years ago

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Tuning AFR With Bazzaz

It was time for another round of fine-tuning the fueling on my bike, so I decided to take the time to note some good practices for those who may be new to this.

Fueling Piggybacks

Bazzaz and Power Commander represent a class of bike fueling controllers that depend on the factory ECU to do the majority of the work and sit on it's back, making small adjustments to it's output. In terms of wiring this looks like inline filtering. Coils can also be filtered like this, in Bazzaz's case for TC and QS, but the main benefit of a piggyback is the fueling map, so we're taking interest in injector pulse width here.

Exhibit A (factory): [ECU] ---> factory wiring harness ---> [injector]

Exhibit B (piggyback inline filtering): [ECU] ---> factory wiring harness --> piggyback wiring harness --> [Piggyback ECU] --> piggyback wiring harness --> [injector]

Usually accompanied with a wideband oxygen sensor (a sensor that signals not only if the mixture is rich or lean, but also [B]by how much[/B]), these systems can create 2D maps to hit the desired fueling mixtures, using a logging-based feedback loop. On Power Commander there may now be actual realtime loops, as well as timing adjustment.

Operation Principle For the feedback loop to work correctly, the factory pulse width variance must be locked down, so factory oxygen sensors are replaced with static resistors. For bikes with secondary air injection systems, those ports are blocked off to limit fresh O2 entering the downstream. Once the parameters are locked down, aside from the narrow atmospheric pressure or air temperature deltas, the factory ECU will operate consistently. Proper grounding of the ECU, the piggyback ECU, the resistors and subsequently the wideband O2 sensor is of paramount importance, as impedance will be used to determine fuel trim.

The fundamental method of operation is to use low latency IC electronics to intercept the injector pulse signal. For parts of the map that require more fuel, the IC will immediately send the pulse back out to the output for the injector, but once the factory pulse has stopped, the piggyback will elongate the signal the injector is receiving, keeping the injector open longer, delivering a larger volume of fuel.

Exhibit C and D (factory pulse width VS piggback enriched signal):

----[ ]---- ----[ ]-

For leaning out parts of the map the idea is the same, but since there is no way to know when the injector pulse end from the factory ECU, the piggyback controller instead shaves off the leading edge of the pulse by a predetermined millisecond amount.

Exhibit E and F (factory pulse width VS piggback lean signal):

----[ ]---- ------[ ]----

Good Practices

I have spent what seems now like over a hundred hours tuning the fueling my 1290 Superduke across two different engines, and while this is common knowledge to a lot of tuners, I want to save some of you time and expensive troubleshooting. There are a couple of main areas to pay attention to:

The Baseline

Make sure the bike is in good running order, the following factors will all affect your AFR (air fuel ratios) 1. Clean air filter - no brainer 2. Clean fuel filter - most pumps are easy to get to 3. Well running fuel pump - needs to build correct PSI and maintain it 4. Cleaned, flowed and balanced injectors - at about $18 a pop plus shipping from InjectorRX, it is cheap and effective insurance 5. Freshly adjusted valves - shoot for looser end of OE range as valves will tighten with time 6. Good grounding points - especially on piggyback, factory O2 sensor resistors 7. Check for intake vacuum leaks - inspect rubber throttle body mounts, especially. You are looking for leaks after the TB and before the combustion chamber (unmetered air) 8. Check for secondary air leaks - make sure no oxygen is entering or exhaust gases leaving between the chamber and the O2 wideband

The Process

Measuring and adjusting the fueling with a wideband is not too difficult, but requires patience and diligence. 1. Make sure the ambient air conditions are similar, ideally same. This includes moisture, pressure (or elevation) and temperature. Any factor that affects the oxygen density per unit volume matters. In the Bay Area this will rarely be an actual problem. 2. The dimensions you're working with are RPM range and load range (or a close approximation, like throttle opening percentage). To get a good map, you will want to cover this wide range from start to finish, but stop short of lugging the engine at low RPM, not all cells of the map are ever going to (or should) be visited by the factory ECU. 3. The wideband sensor should defer logging data until it's warmed up automatically. 4. The best way to get good data is to change the load and RPM very slowly, so system latencies have minimum effect and conditions like over-run do not have time to happen. Similarly, avoid traction control, wheelie control, quickshifter, rev-limiter and such from engaging. All of these will alter injector pulse or cut spark and that will affect your readings. 5. Your rear brake is a way to create load without breaking any Mexican speed limits, if you do not have access to a dyno. Check to ensure you have fresh rear pads, you will be surprised how fast those disappear when there's consstently a lot of heat in them, especially with something like my bike that develops 100 ft-lbs of torque. 6. Combined with the previous 2 points, this follows: the best way to get good clean data is on the dyno, in my experience. Second best is on the highway somewhere in Mexico, third best is on the track or on the street.

The Adjustment

If you're not using Power Commander realtime autotune, or if you're working with a real tuner, you will need to do the aiming yourself. 1. Develop an idea of target AFRs. To keep things straightforward you may want to pick one value for the entire map. As you experiment with that value, you will likely want to change it progressively from low-load to high-load. For shitty motors or weird cases, you will find area in the low or high RPM range where you will want to adjust it further. Different fuels will have different air requirements, the following assumes premium pump gas. ICE develop their best power somewhere in the range of 12-13.7, however, you will find that throttle response can be wildly different within it. As can be longtail reliability. Richer end (12 units of air per unit of liquid fuel) tends to work well for stressed or endurance engines, think sustained load during racing, forced induction engines, air cooled engines - it will make the combustion cooler. Also it happens to provide the smoothest, even if at times delayed throttle response. The leaner end of things (13.7 AFR) will give you snappier and jerkier throttle response and will make the combustion chamber and exhaust gases a bit hotter.

In my particular case, I use a 1-dimensional gradient across the load axis on my 2015 Superduke R 1301cc engine. I start at 13.4 AFR all the way at the bottom of 0-4% opening and use that AFR all the way until 50% load. From 50% load to 100% load I enrich it progressively from 13.4 AFR to 12.8 AFR. This suits my reliability and throttle response preferences. 2. Your software will want to tell you what you should adjust the fuel map to (automatically) to hit the desired AFR. I do not have good luck with this guesses process because for some reason for me it always ends up being an over-correction oscillation dance that would eventually converge. What I do instead is approach the desired AFR in steps. So if the software math is saying to enrich by 10 points, I will generally enrich by 5 points, then go out and measure again. 3. Discard any obvious outliers. No good fuel map and engine will have sudden jumps in fueling requirements. If you see dramatically lean values (sudden jumps from 13 AFR to 14 and lower), the engine may have cut spark, cut fuel or you hit an over-run condition. Do not touch the affected cells, go out and re-measure again. 4. In my case, Bazzaz does not collect data for the lowest tier of throttle load (0-4% range), the bottom most row. For extra exhaust pops, extra smooth on\off throttle transitions and reduced engine braking, I like to manually enrich this row to half of what the next row up is, numerically speaking. 5. The general wisdom is: if something looks weird, ignore the data and re-measure. When it doubts, make adjustments small, not larger. When on the fence, especially in high load parts of the map, go a little bit richer - it's safer for throttle inputs and for engine longevity. 6. With time you will start developing good intuition: you will notice the engine sounds differently when it's too rich, you will notice how twitchy the throttle is during lean condition.

The Debrief

Write down what you did and how you did it. Something will happen to your bike and you will want to know what our baseline represents. This can be injectors clogging, you experimenting with different plugs, you upgrading intake or exhaust or simply doing your valves. 1. Wideband oxygen sensors have limited life. Take the unit off your bike including supporting logging module and wiring harness. Save it for later. 2. Create a folder structure for that day's tuning resulting map. Note the target AFRs, note the atmospheric conditions, not the mileage and what your valves were set to. 3. If you have previous maps, do a map delta comparison to ensure the adjustments make sense. You can spot deteriorating valve clearances, dirty air filter, fouled plugs, bad injector spray pattern or a faulty oxygen sensor early this way.

Bonus Round

If you use Bazzaz and you get into this, you will likely burn up their oxygen sensor over the long run. Do not rush to give them $150 plus S\H for a new one. Their systems are based on industry standard Bosch 4.2 (closed air cell system) and Bosch 4.9 (new gen) wideband tuning technology. Standard off the shelf sensors will work, but ensure to match the connector.

In my case, I use the 4.2 system and I verified that Bosch 17018, is in fact, correct. At the time of me writing this it was $67 on Amazon and was Original Equipment part for some Subarus. Bazzaz themselves order these oxygen sensors in bulk from a third party supplier that does not stamp or mark them, making that whole hunt a huge pain in the ass for me, but I confirmed my findings with a Bazzaz tech. So save your valuable time and money.

Incomplete list of sources:

AutoSpeed - Tuning Air/Fuel Ratios http://www.autospeed.com/cms/article.html?&title=Tuning-AirFuel-Ratios&A=1595

Master Engine Tuner - Air-Fuel Ratio Tuning Tips http://www.masterenginetuner.com/air-fuel-ratio-tuning-tips.html

Amazon - Bosch 17018 4.2 LSU https://www.amazon.com/gp/product/B000BZL0LC/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1

KTM 1290 SMR - My dope bike if you haven't seen it https://www.1290smr.com/

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louisonurmark · 6 years ago

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Saya bukanlah seorang yang sudah cukup berumur untuk bercerita tentang sejarah Ducati atau pengalaman yang berkenaannya dalam dekad-dekad yang terdahulu. Tetapi, apa yang saya tahu, syarikat yang berasal dari Itali ini sudah berjaya meletakkan jenamanya dalam kedudukan yang tersendiri.

Pada zaman majalah motosikal datang dengan poster di bahagian tengah, ia sentiasa dicari untuk digantung dalam bilik dan apabila menatapnya, ia seakan memberikan rasa yang unik. Walaupun cuma adalah mesin, ia boleh mewujudkan penampilan seksi dan dijadikan idaman anak muda.

Bukan setakat itu, Ducati juga terkenal dengan pembangunan teknologi, yang biasanya diserapkan pada model sport. Sekarang ini, sudah tentu, saingan adalah lebih sengit dan pengeluar semakin berlumba-lumba untuk menyediakan produk terbaik bagi pengguna.

Jenis motosikal juga sudah semakin banyak, sehinggakan kadang-kadang boleh muncul kategori baru yang menyatakan tujuan sesebuah model tersebut dibangunkan dan apa kegunaannya. Kalau ditanya kepada diri sendiri, saya suka semua jenis motosikal mengikut tujuan ia dihasilkan.

Contohnya, saya suka skuter kerana ia memudahkan, saya suka superbike kerana cukup berprestasi dalam litar dan saya suka model adventure untuk perjalanan jauh dan mengembara. Tapi apabila betul-betul mahu membuat pilihan untuk membeli, saya akan pergi kepada model yang kedudukan menunggangnya tegak dan cukup berkuasa untuk saya melampiaskan ketagihan adrenalin pada waktu-waktu tertentu.

Sebab itulah sekarang saya memiliki sebuah supermoto 690 cc, dan tidak dinafikan waktu mahu memilih dulu, Ducati Hypermotard ada termasuk sekali dalam senarai. Kenapa? Ia memenuhi apa yang saya mahu dan harganya semacam ‘boleh dengar’ bagi sebuah Ducati iaitu pada waktu itu sekitar RM70k.

Cumanya, pada waktu itu, Ducati Malaysia cuma menjual model terbaru Hypermotard 821 (generasi kedua). Walaupun ia sudah cukup semua kriteria, saya merasakan Hypermotard 796 yang datang sebelumnya mempunyai aura jahat yang lebih kuat, sementara 821 tidak mempunyai aura kuat untuk menumbangkan saya supaya menandatangani borang hutang tambahan dengan bank. Jadi waktu itu, angan-angan untuk memiliki sebuah Ducati terus terpadam.

Tapi sekarang, ia muncul sekali lagi. Ducati mengeluarkan pula model generasi ketiga iaitu Hypermotard 950. Walaupun namanya Hypermotard 950, enjin asas masih lagi sama dengan Hypermotard 939, iaitu 937 cc tetapi ia telah ditambah baik dengan berat yang berkurang 1.5 kg dan kuasa lebih 4 hp.

Bagi yang terlepas pandang, sebelum ini saya sudah menulis beza antara Hypermotard 950 baru ini dengan Hypermotard 939, dan anda boleh membacanya semula di sini. Sebagai imbasan semula, antara perkara yang berbeza adalah kuasa enjin (+4 hp), hasil daripada beberapa perubahan, gaya lebih motard, pemegang lebih lebar, tengah tempat duduk lebih kurus dan tempat duduk lebih tinggi 20 mm.

Selain daripada itu, Hypermotard 950 ini juga menggunakan klac jenis hidraulik berserta sistem slip and assist, quickshifter (SP), pelbagai sistem elektronik (unit pengukur inertia (IMU) six-axis oleh Bosch, Cornering ABS dengan Ducati Slide by Brake), Ducati Traction Control EVO, Ducati Wheelie Control EVO, Ducati Quick Shift (SP), tiga mod tunggangan, serta panel instrumen TFT 4.3 inci.

Untuk merasakan sendiri pengalaman menunggang Hypermotard 950 ini, saya diterbangkan ke Grand Canaria, Sepanyol untuk menyertai sesi tunggang uji global bersama wakil-wakil media lain dari seluruh dunia. Perjalanan untuk sampai ke sana sahaja sudah mengambil masa lebih 25 jam termasuk transit, sementara masa untuk tunggang uji pula adalah satu hari iaitu pagi untuk sesi atas jalan biasa dan petang di atas litar.

Sampai di sana, saya terus jatuh cinta semula dengan Hypermotard. Inilah gaya yang membuatkan lutut saya goyang beberapa tahun lepas. Kerangka belakangnya kembali menggunakan Trellis, panel lampu belakang lebih kecil dan paruh depan pula lebih tajam. Semua ini sebenarnya adalah konsep rekaan yang diambil semula daripada Hypermotard 796.

Kenapa Ducati seperti mengambil langkah ke belakang dalam aspek rekaan ini? Sebenarnya mereka mahu menjadikan Hypermotard kembali lebih kepada supermoto dan bukannya sporty seperti Hypermotard 821/939. Walaupun sebenarnya penggemar supermoto ini jumlahnya lebih kecil, Ducati seperti tidak hirau dan masih mahu menghasilkannya. Malah, ada wakil mereka memberitahu, tidak akan ada versi Hyperstrada untuk 950 ini kerana untuk kegunaan jelajah seperti itu, pelanggan boleh pergi terus kepada model Multistrada.

Sesi pertama saya bermula dengan laluan atas jalan biasa, melibatkan perjalanan sejauh 130 km di sekitar San Bartolome de Tirajana, menggunakan Hypermotard 950 Standard. Kebanyakan jalan di sini adalah kecil, satu lorong untuk setiap hala dan banyak selekoh kerana ia adalah kawasan yang berbukit.

Walaupun ini adalah model asas yang menggunakan ekzos dua tabung bawah tempat duduk asal, anda masih boleh menikmati bunyi unik enjin Testastretta 11 Ducati yang bergelodak. Tempat duduknya pula, walaupun nampak seperti rata dan tidak tenggelam seperti model 821/939, masih lagi selesa dan tidak mengganggu keselesaan saya sepanjang perjalanan.

Awalnya dalam sesi itu, saya cuba menjadi baik dengan menggunakan mod paling rendah iaitu Urban, di mana kuasanya dihadkan kepada 75 hp sahaja manakala ABS pada tahap 3 (paling atas), dan DTC serta DWC pada tahap 6 (keseluruhannya ada lapan tahap). Tindak balas pendikit juga adalah lebih lembut. Walaubagaimanapun lepas tidak sampai lima kilometer, saya sudah bosan dan terus menukar kepada mod Sport untuk kuasa penuh 114 hp.

Tapi dengan keadaan jalan yang sempit, banyak pelancong yang memandu sambil menikmati pemandangan dan banyak orang mengayuh basikal atas jalan sama, saya mula merasakan tindak balas pendikit ini terlebih sensitif. Walaubagaimanapun, saya masih suka dengan tetapan lebih rendah bagi DTC, DWC dan ABS dalam mod itu. Jadi, penyelesaian saya adalah dengan meletakkannya dalam mod Touring dan menukar tetapan DTC, DWC dan ABS secara manual supaya ia lebih rendah sedangkan dalam keadaan asal ia masing-masing berada pada tahap 4, 5 dan 3.

Penukaran mod ini boleh dilakukan dengan mudah menggunakan butang yang berada pada kiri pemegang, tetapi anda perlu mencari waktu yang sesuai untuk memilihnya kerana pendikit perlu dilepaskan selama beberapa saat. Untuk penukaran manual DTC, DWC dan ABS, sudah tentu, anda perlu melakukannya waktu berhenti supaya lebih selamat.

Tindak balas pendikit yang bersesuaian sudah tentu memberikan tunggangan yang memuaskan, tetapi satu lagi perkara yang saya perasan, enjin dua silinder ini lebih lancar dan tidak banyak tersengguk-sengguk. Kemudiannya, suspensi juga bertindak baik memberi keseimbangan antara keselesaan dan juga prestasi. Unit yang digunakan adalah fork Marzocchi 45 mm di hadapan, dan monoshock Sachs di belakang, dengan kedua-duanya boleh dilaras.

Satu perkara yang pasti, Hypermotard adalah untuk ‘budak-budak jahat’, meskipun dalam keadaan standard. Kepuasannya didapati daripada tunggangan yang bersemangat, dan saya boleh mengesahkannya dengan tersenyum lebar apabila tiba waktu jalan berliku yang dilalui kosong daripada pengguna lain. Walaupun dikerah seperti menunggang kuda perlumbaan, Hypermotard 950 ini masih mampu memberikan tunggangan yang meyakinkan.

Tiba waktu menunggang dalam litar dan bertukar pula kepada Hypermotard 950 SP. Semasa atas jalan biasa, kami sudah diberi amaran supaya tidak melakukan sebarang aksi seperti wheelie atau stoppie, tapi di dalam litar Circuito de Maspalomas ini kami bebas melakukan apa sahaja. Semasa berada di tepi sahaja saya sudah melihat wakil media yang lebih berpengalaman ‘berpesta’ dengan wheelie sebaik keluar selekoh, menggelungsur (sliding) sebelum masuk selekoh dan bunyi ekzos meletup-letup apabila ditukar, hasil padanan unit Termignoni (aksesori tambahan) dan quickshifter.

Saya pula tidak mahu mengambil sebarang risiko yang tidak perlu dan sekadar memilih mod Sport, di mana DWC, DTC dan ABS masih lagi aktif, masing-masing di tahap 3, 3, dan 2. Sekurang-kurangnya dalam keadaan ini, masih terdapat jaring keselamatan sekiranya saya terlalu dirasuk dengan keterujaan yang sangat mudah didapati melalui motosikal jahat ini.

Sebelum pergi lebih lanjut, biar saya terangkan apa yang berbeza antara Hypermotard 950 Standard dan juga Hypermotard 950 SP. Asasnya termasuk enjin semua adalah sama, bermakna tiada perbezaan kuasa, tetapi prestasinya ditingkatkan dengan penggunaan beberapa kelengkapan prestasi.

Ini termasuk fork Ohlins 48 mm boleh laras sepenuhnya di depan (+15 mm, Standard menggunakan fork Marzocchi yang juga boleh dilaras), monoshock Ohlins dengan tabung pelarasan (+25 mm), rim aluminium forged Marchesini, tayar Pirelli Diablo Supercorsa SP V3 (standard menggunakan Pirelli Diablo Rosso III), pelindung tayar hadapan dan tepi enjin gentian karbon serta quickshifter naik dan turun gear.

Dengan penggunaan suspensi yang lebih tinggi, sudah tentu, keseluruhan motosikal ini juga menjadi lebih tinggi, di mana tempat duduknya 20 mm lebih berbanding versi standard, dan satu lagi yang menarik, versi SP ini boleh berhadapan dengan sudut baring yang lebih condong iaitu 47 darjah (+3 darjah).

Brek pula masih adalah sama antara keduanya iaitu unit cakera berkembar 320 mm angkup Brembo Monobloc empat piston di hadapan dan cakera 245 mm serta angkup Brembo dua piston di belakang. Ini adalah tetapan yang cukup kuat, di mana waktu dalam litar, walaupun digunakan secara agresif ia masih lagi dapat memberikan daya henti yang baik (sepanjang masa cuma menggunakan satu jari sahaja). Anggaran saya, motosikal ini digunakan untuk 60 pusingan tanpa henti dalam masa empat jam (bertukar-tukar antara dua kumpulan media selepas 10 pusingan).

Litar tempat kami menguji Hypermotard 950 ini adalah litar kecil, dan jika mahu dibuat anggaran, ia seperti besar sedikit daripada litar Speedway Elite di USJ. Jadi, ia bukanlah tempat untuk menguji laju maksimum, tetapi lebih berguna untuk menunjukkan kelincahan Hypermotard 950.

Saya sendiri mulanya berfikir, lepas dua sesi 10 pusingan, pastinya saya akan mula berasa penat kerana kalau diikutkan, ini masih adalah motosikal yang lebih berat (176 kg) berbanding supermoto biasa yang menggunakan asas motocross seperti Honda CRF, Kawasaki KX atau Suzuki RMZ. Tapi sebenarnya tidak, selepas tiga sesi (30 pusingan) saya mahukan lebih lagi masa dengan 950 SP ini dalam litar dan ia sangat menyeronokkan.

Ini dalam keadaan saya mengerah semampu yang boleh seperti berlumba dan kepuasannya memang hampir sampai tahap maksimum. Walaupun kebanyakan selekoh dalam litar ini adalah selekoh kecil sehingga perlu turun hingga gear satu, dan perlu membalas badan motosikal dari kanan dan kiri secara cepat, saya masih berasa mudah dan tidak penat.

Kemudiannya, walaupun sistem keselamatan DWC, DTC dan ABS masih lagi aktif, saya dapat menikmati teknik slide sebelum selekoh secara yakin apabila membrek kuat menggunakan brek hadapan dan terus menurunkan gear dari 4 ke 1 atau 2. Untuk naik gear pula, quickshifter dapat digunakan dengan lancar tanpa menarik klac, dan menghasilkan sedikit letupan dari ekzos.

Kemudiannya dengan Hypermotard 950 ini juga anda boleh menikmati cara mengambil selekoh yang berbeza. Sama ada anda lebih biasa menggunakan cara supermoto dengan melunjurkan kaki sebelah dalam dan menghalakan badan ke arah bertentangan, atau mengeluarkan punggung dan menghalakan badan serta lutut seperti motosikal sports, ia sentiasa dapat memberikan stabiliti yang baik.

Ada yang berpendapat, supermoto adalah sebuah motosikal yang hanya boleh dimiliki untuk kegunaan khusus sahaja iaitu perlumbaan atau melayan selekoh-selekoh kecil, kerana ia ringan, agresif dan menggunakan enjin asas daripada motocross. Tapi melalui model seperti Hypermotard ini, saya rasa penggunaannya lebih meluas dan lebih memuaskan berbanding model sports. Ia juga mungkin bukan untuk semua orang, tapi apabila anda sudah terkena racunnya, untuk mendapatkan penawar bukanlah mudah.

Ducati Hypermotard 950 ini dijangkakan tiba di Malaysia tidak lama lagi, dan untuk mengetahui jangkaan harganya, di United Kingdom model Hypermotard 950 Standard dijual pada harga 10,995 pound (RM59,337) manakala Hypermotard 950 SP 14,295 pound (RM77,147). Jangkaan kami, nanti ia akan dipasarkan pada harga antara RM70k ke RM88k, tetapi bersama kita nantikan waktu ia dilancarkan nanti.

Akhir sekali, dalam gambar di bawah, kebanyakan Hypermotard 950 SP yang ditunjuk sudah menggunakan pelbagai aksesori tambahan yang dijual berasingan seperti damper Ohlins, ekzos Termignoni dan penutup tempat mengisi minyak gentian karbon.

TUNGGANG UJI: Ducati Hypermotard 950 – mahu kembali jadi jahat, pemuas nafsu penunggang nakal Saya bukanlah seorang yang sudah cukup berumur untuk bercerita tentang sejarah Ducati atau pengalaman yang berkenaannya dalam dekad-dekad yang terdahulu.

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quickaxis · 2 months ago

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2024 Honda CBR600RR

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totallymotorbikes · 8 years ago

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2017 Suzuki GSX-R1000R Review – First Ride 2017 Suzuki GSX-R1000R Editor Score: 88.0% Engine 19.0/20 Suspension/Handling 14.0/15 Transmission/Clutch 9.5/10 Brakes 9.0/10 Instruments/Controls 4.5/5 Ergonomics/Comfort 8.0/10 Appearance/Quality 8.0/10 Desirability 8.0/10 Value 8.0/10 Overall Score 88/100 Ah, the legendary Phillip Island circuit, the scene of many epic battles among two-wheel gladiators like Gardner, Rainey, Schwantz, Corser, Stoner, Rossi and Iannone, which has long been on my bucket list of racetracks to ride before I die. With significant elevation changes along 2.76 miles of twisting tarmac on the shores of the Indian Ocean and an average GP speed of more than 110 mph, it would be a challenge to learn on any bike, let alone on Suzuki’s most powerful literbike ever. Oh, and don’t forget to dodge the seagulls and geese strolling around trackside, nor the goose that flew in front of me while I railed through Hay Shed corner at a buck-10 and missed me by just inches! The new Gixxer Thou – the sixth generation known internally as the L7 – has some big shoes to fill. A multi-time champion racebike since its 2001 introduction, it’s been the better part of a decade since it was last updated in 2009 (the K9). But based on my ride in Australia, Suzuki engineers have obviously been sweating the details to create what is surely the fastest and most capable GSX-R ever. 2017 Suzuki GSX-R1000 And GSX-R1000R Previews This test is of the GSX-R1000R, not the standard GSX-R1000 we’ll be riding in a couple of months. With an MSRP of $16,999, this Gixxer is now playing in the big leagues of superbikes, packed full of technology that previously had been mostly the purview of high-dollar European machines. Its 999.8cc powerplant shrieks to 14,500 rpm and catapults the Gixxer Thou to 180-plus-mph by the end of Phillip Island’s front straight. Colorway choices for the GSX-R1000R are limited to the blue MotoGP replica seen here or a stealthy black version. The standard GSX-R1000 adds red to the color selections. LED position lights above the ram-air ducting is the giveaway you’re looking at the 1000R. The sleek LED turnsignals seen in these pictures unfortunately won’t make it to the USA, as DOT regulations force us to suffer with larger amber-lensed indicators. Five Fun Facts About The 2017 Suzuki GSX-R1000 The standard GSX-R1000 is new from the ground up and includes a raft of high-tech features like ride-by-wire throttle, variable valve timing, a finger-follower valvetrain, Brembo monoblock brakes and a six-axis IMU (Intertial Measurement Unit). It’s price starts at $14,599 and rises to $14,999 with ABS. To that the 1000R adds Showa Balance Free suspension, quickshifter with auto-blipping downshifts, cornering ABS and launch control. A few clever tricks in the engine compartment bring hand-of-god power to the masses. Most interesting is an inventive variable-valve-timing system that has roots back to the late 1990s when the GSX-R’s project leader, Shinichi Sahara, developed it with his colleague and then implemented it during Suzuki’s original MotoGP program. Sahara-san was the MotoGP technical manager from 2004 to 2010, and this ingenious VVT system, patented by Suzuki, was later adapted in 2012 for use on World Superbike and World Endurance GSX-R1000 racing machines, and then recently to MotoAmerica superbikes. It’s a remarkably simple mechanical system using an intake-cam-drive gear filled with a dozen steel balls that are spun outward at high revs by centrifugal force along slanted channels. The cam timing at lower engine speeds is in an advanced state for optimum grunt, but once past 10,000 rpm, the system retards cam timing to increase high-rpm power. Fully featured LCD instrumentation is part of the L7 GSX-R1000 experience. It includes displays for ride modes, TC, fuel remaining and mileage, ambient temperature and a gear-position indicator, among other readouts. The tachometer hump plateaus at the 6000-rpm mark, while a white shift light at the top center of the gauge illuminates as redline approaches. Another simple but clever solution is found in the mill’s intake. The Suzuki Dual-Stage Intake (S-DSI) system is said to offer the advantages of variable-length intake funnels without the added complexity and weight of a movable system. Suzuki’s dual-stage layout in two of the four intake funnels use a longer funnel positioned above a short funnel, with a gap between the two sections. At lower engine speeds, most of the air flows through the upper funnel, using the longer length to increase low and midrange power. Then at higher revs, additional air flows around the base of the longer upper funnel and into the short lower funnel, increasing top-end thrust. Further aiding breathing is a set of of 2mm-bigger throttle bodies (to 46mm) incorporating one set of injectors in the body, and another set of injectors spraying at their upper ends, directed by the ECU controlling throttle butterflies via a ride-by-wire system. Also new is the use of a finger-follower valvetrain as developed in F1 auto racing and popularized on motorcycles by BMW with its class-topping S10000RR. It’s a lighter system than a typical bucket-tappet arrangement (said to be 10 grams vs. 16 grams), and its moving mass is further reduced to a claimed 3 grams because each follower pivots on a fixed shaft rather than a bucket placed directly on top of the valve stem. Intake valve sizes go up by 1.5mm to 31.5mm, while exhaust valves transition from steel to titanium and shrink 1mm to 24mm, for a reduction of 8 grams each. Trainspotter types will notice the gold cylinders behind the fork tubes as confirmation of the GSX-R1000R. The standard Gixxer Thou uses a Showa Big Piston fork instead of the Balance Free fork seen here. The lighter valvetrain and its precise control, combined with a more oversquare bore/stroke ratio and the abandonment of a balance shaft has allowed the engine’s rev limit to be raised 1000 revs to a lofty 14,500 rpm. Engineers considered using a crossplane-style crankshaft arrangement popularized by Yamaha in its M1 and R1, and like Suzuki uses in its MotoGP bike, but that configuration forces a heavier engine block to contain the additional vibration and also saps some power relative to a traditional inline-Four crank layout. And with advancements in IMUs that supply excellent traction-control systems, any extra traction delivered from a crossplane layout becomes negligible. All told, Suzuki claims 199 horsepower at 13,200 rpm when tested at its crankshaft, a number that should translate to about 180 horses at its rear wheel. Torque remains similar to the previous edition at 86 lb-ft at 10,800 rpm. The GSX-R1000R includes a launch-control function, which we got to test at the track. It’s basically a rev limiter that holds the engine at 10,000 rpm, allowing a rider to concentrate only on how quickly the clutch is released, but It also works with Motion Track TCS to control throttle-valve opening and ignition timing while monitoring front and rear wheel speeds. It disengages when a rider upshifts into third gear or closes the throttle. Somewhat disappointingly, Sahara-san told me that noise restrictions in the USA will somewhat clip peak horsepower output compared to the European tuning of the bikes we rode, just like it does with Yamaha’s R1 and Kawi’s ZX-10R in America. Sahara says USA bikes have the same power as Euro bikes up to 13,000 rpm, at which point the intake butterflies close slightly to reduce noise output. Now, before the internet pundits chastise Suzuki (and America) for nipping maximum power, please consider how often you’re likely to be using full throttle above 13,000 rpm when riding on the street. This noise-abatement strategy is only really an issue if you’re a racer, and if you’re a racer, you’ll be retuning the engine anyway. Interestingly, I was given a brief look at a dyno chart by one of Suzuki’s German test riders, Jurgen Plaschka, Assistant Manager, Test And Technique. His chart showed the old Gixxer spat out 178 PS (slightly higher than our hp), while the L7 GSX-R churned out 203 PS, one pferdestarke more than the nearly omnipotent S1000RR BMW did on the same dyno. More is more, of course, but the chart’s important distinction is the Gixxer’s significant surfeit of power over the BMW from 9,500 to 13,000 rpm, demonstrating the advantages of Suzuki’s VVT and other power-broadening technology. Yes, that is an obnoxiously large silencer. On the plus side, it’s wrapped in a lightweight titanium skin and is just a slip-on muffler away from prettiness while maintaining the two butterfly valves in the header pipes, plus another valve in the collector area ahead of the muffler, to help optimize power production over a broad rev range. Jeez, I just burned a short novel’s worth of words describing the engine before getting to any riding impressions, but I did so because it’s the Gixxer’s motor and the technology inside that is the most impressive part of this all-new bike. It pulls like a rocket powered by crystal meth, and its sonic profile at full song will raise the hairs on your neck as it wails to a previously unheard of 14-and-a-half-freaking-thousand rpm. I saw the speedometer on the nicely readable LCD instrumentation sail past 180 mph lap after lap during my sessions, and that was even without shifting up to sixth gear! The motor’s not quite flawless, though. Throttle pickup in the S-DMS A mode can be slightly abrupt in slow corners, although it’s completely smoothed out in B mode. Credit Suzuki for allowing the same peak power in all three of its ride modes, making neither of the softer settings just throwaway gimmicks. I preferred the sharper A mode on the racetrack, but I’d lean toward B mode if I was on a switchback-y canyon road. This latest Gixxer carries over the GSX-R line’s willingness to be mobbed around a racetrack. The other aspect of the engine that wasn’t entirely pleasurable was the vibration transferred to my hands. Remember, this is the first GSX-R1000 without a balance shaft – taking another cue from the S1000RR – so additional vibes are going to be part of the package. I could feel the buzz via the handlebars and most prominently through the edges of the fuel tank when tucked in and leaned over. Four journalists I polled said the vibes didn’t bother them, so this minor annoyance for me wasn’t a problem for some others. Still, it’s clearly felt relative to the former engine’s relatively smooth character. Less noticeable is the the 1000R’s suspension, and I mean that in the best possible way. The fully adjustable Showa Balance Free suspension does a phenomenal job of controlling wheel movement while still remaining supple enough to suck up bumps while leaned over. Suzuki started us out on street settings, which were perfectly acceptable to me while I was getting up to speed on the fast and flowing Phillip Island circuit. Track settings were dialed in for our second session, which firmed up responses and kept the chassis composed while I knocked seconds off my lap times. Switchgear on the left handlebar toggles through ride modes and traction-control settings. This latest Gixxer steers a bit quicker than the previous edition, although it’s difficult to pinpoint exactly why. One reason is that a 190/55 replaces the flatter, old-style 50 series rubber. The L7 GSX-R has moderately sharper steering geometry but a 15mm longer wheelbase, which might balance their effects. New wheels with six thin spokes replace three-spokers, but we weren’t given specs on their relative weights. The swingarm is 40mm longer but is offset by a shorter distance from the front axle to the swingarm pivot, which is said to improve front-end feedback. The frame itself is 10% lighter and 20mm narrower, and it looks far more diminutive than I’d think a literbike frame could be. Fueled up and ready to ride, Suzuki says the Gixxer scales in at 448 lbs – quite a bit more than the recently reviewed 2017 Honda CBR1000RR, which tipped the scales at 425 lbs. Top-shelf components are also found in the brake system, with Brembo supplying one-piece calipers and 320mm rotors that combine traditional floating-pin button carriers with Brembo’s floating T-drive mounts. The brakes prove to have slightly less initial bite than some top-end Euro bikes, but it’s not a problem for me, as I don’t mind using more lever travel when grabbing a handful at 180 mph. Sheer power is plentiful. Showa’s Balance Free Fork is becoming one of our BFFs for its excellent performance. Brembo’s T-drive rotor attachments are lighter yet produce a larger contact area between the disc and the carrier, requiring two less mounts than the dozen conventional mounts formerly employed, minimizing the weight gain from the 10mm-larger discs. The 1000R comes with the new Motion Track Brake System regulated by the IMU. It reduces rear-wheel lift during maximum braking, and it also factors in lean angle. As my speed increased, so did my braking force, and at one point I felt some minor pulsing at the front lever when hammering on the binders into Turn 1. It wasn’t really problematic, but I initially thought I might be experiencing the effects of a slightly warped brake rotor. For the next session, Suzuki gave us the opportunity to ride the bike with the ABS system deactivated. Oddly, Suzuki technicians had to disengage ABS by pulling a fuse rather than using some sort of switch mechanism. Regardless, the pulsing – probably from the rear-lift mitigation – wasn’t felt again. In terms of other electronic rider aids, the Continental IMU and its traction-control system proved to be excellent. I really appreciate the safety aspects to TC systems, but they’re annoying when they intervene too soon or too abruptly. Suzuki offers 10 settings, and they’re able to be adjusted on the fly by the mode button on the left switchgear if the throttle is closed; off is also an option. TC3 was close to optimal for my preferences, as it still allowed the rear tire to slide without unwanted intervention. As the stock Bridgestone RS10s got used up, more sliding ensued. Like all good electronic systems, the Gixxer’s traction/wheelie control can be switched off when desired. My only gripe with the system is that TC is also the method that controls wheelies. TC3 limits lifting the front tire to just a few inches, which is great for pinning the throttle and allowing the electronics to deliver maximum acceleration on a racetrack. TC2 allows larger wheelstands, and TC1 more again. But I’d prefer to be able to choose the wheelie ability independent of traction-control selection. When I brought this up to Sahara-san, he agreed with me that he’d prefer wheelie control separated from TC, leading me to believe we will see such an electronic upgrade in the future if the product-liability lawyers will allow it. No gripes at all with the quickshifter’s performance. Upshifts are perfectly seamless, and the auto-blipping downshifter nicely matched revs during downshifts even when they weren’t ideally timed. The system worked so well that thoughts about it drifted away to nothingness. On a slightly related note, the assist/slip clutch has a light pull. It was great to see 1993 Grand Prix champion Kevin Schwantz at the Gixxer launch. Revvin’ Kevin was even kind enough to share some advice with this slow Kevin, and what a treat it was to have the moto legend point out a few places where I could knock chunks of time out of my laps. Ergonomically, the new GSX-R has an identical rider triangle to the older one, with bars, seat and footrests in the same positions we’ve enjoyed in years past. Bodywork and the fuel tank are slightly narrower, making the bike feel slimmer. Also narrower, by 13mm, is the front fairing, which allows a bit more wind to hit a rider. However, the fuel tank is 21mm lower, which lets a rider crawl into a modestly sheltered cocoon of still air. Bridgestone R10 race rubber was fitted to our bikes after lunch, which dramatically upped the grip levels. Their sharper profiles aided steering quickness, and I noticed their stiffer carcass aided front-end feedback. I figured they might be worth a couple of seconds a lap over the RS10s, and Plaschka reckoned they might net even more time. And the new GSX-R1000R is so capable that I was continuing to find new limits as I extracted new ways to go faster and faster. From what I was able to tell at Phillip Island, going quicker each time out, I see huge potential for this L7 GSX-R platform, both for racy street riders and for pure racers. It wouldn’t surprise me to see Toni Elias or Roger Hayden pull off a MotoAmerica Superbike championship in 2017. And maybe 2018. Engineers are always proud of the motorcycles they create, but Suzuki’s team seemed particularly proud of their accomplishment with its latest GSX-R, especially considering the typical modesty displayed by Japanese. Yet at the end of the Gixxer’s presentation, Sahara-san quipped: “I would say to our competitors, ‘Who’s your daddy?’” Yep, the GSX-R1000R is firmly in the hunt for class supremacy. Stay tuned for an epic superbike shootout! 2017 Suzuki GSX-R1000R + Highs Remarkably strong powerband Stout electronics package Terrific suspension – Sighs Lots of yen Vibey Stiff class competition 2017 Suzuki GSX-R1000R Review – First Ride appeared first on Motorcycle.com.

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