SIX S X OF 2017’S O S
BEST B T RIDDEN & RATE R ED
SUZUKI GSX-S750 RT DUCATI SUPERSPO IPLE TRIUMPH STREET TR SUZUKI GSX-R1000R KAWASAKI Z900 0 KAWASAKI NINJA 65
APRIL 2017 ISSUE 325
SUZUKI
GSX-R1000R THE NEW GIXER WE’VE ALL BEEN WAITING FOR…
SIX STEPS TO
SIDEWAYS
MARQUEZ-BEATING BSB STAR GIVES US LESSONS ON DRIFTING
EX-BSB KWACKER ZX-10R 2005 YAMAHA R6 BUYER’S GUIDE VARIABLE VALVE TIMING MADE EASY WITH BSB’S RISPOLI AND ELLISON GETTING TO GRIPS WITH AVON’S SPORTY HOOPS PLUS: TRAINING
LAUNCHES
Suzuki GSX-R1000R ....................... 18 Finally, after nearly a decade, we have a brand new Suzuki GSX-R1000 – and here’s our verdict on the new beast!
Kawasaki Ninja 650 .......................29
Big Green’s sporty Er-6 replacement is here! Expect it to rule the Supertwins TT class, but will it rule on the roads?
Ducati Supersport ..........................34
Ducati’s latest sportsbike, one meant for everyone and a nod to the SS900 of old, thrashed, ridden & rated!
Triumph Street Triple 765 RS ........40
It may look similar, but this all-new Street Triple has been long in the making – is it a game changer as Triumph suggest?
They’ve revived a famous name in the Z900, but does the modern iteration stand up to the legendary moniker?
SUBS
See page 114 for the best deals
Suzuki GSX-S750 ABS .................... 51
The old GSR600 was getting long in the tooth, so Suzuki rolled up their sleeves, got to modifying it and came up with this...
29
KAWASAKI TOOK THE ER-6, THREW MOST OF IT AWAY AND CAME UP WITH THIS S SMART LO OOKING G BEG GINNER BIKE!
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IBE CR
Kawasaki Z900 ...............................46
34
COULD THIS BE A HUGE SELLING MACHINE FOR DUCATI? IT’S S NO OT SUPER QUIC CK NO OR PO OWERFU UL,, BU UT STILL VERY GOOD!
40
NOT JUST A PLAY ON THE NUMBERS 675, THE NEW STREET TRIPLE 765 IS A WORTHY SUCCESSOR TO THE ICONIC TRIPLE.
ISSUE 325 APRIL 2017
IT’S THE NEWS
Upfront..............................................8
Ducati’s new V4 & other news and views!
GEARED UP
Products Special ............................. 14 It’s all about one-piece race suits this time!
GET IT FIRST
Subscribe ...................................... 114
Do you enjoy spending more than you need to? Do you enjoy searching high and low for FB? If no to both, sort it out and subscribe!
THE KNOWLEDGE
Used Buyer’s Guide......................... 78
Yamaha’s 2005 R6 is like a best kept secret – a Supersport machine with torque!
MASTERCLASS
Riding ..............................................88
18
2017 SUZUKI GSX-R1000R
HAS IT BEEN WORTH THE LONG, LONG WAIT?
It’s all about braking smartly this month, plus more of your own questions too.
Technical .........................................90
James waxes lyrical about big bore exhausts!
Legal ................................................93 It’s your word against his, this month...
YOUR LIFE ON BIKES
Chatter ............................................94 The best readers in the world speak!
Travel and Tracks............................96 One reader does Thailand on a whim!
OUR LIFE ON BIKES
Staff Bikes.......................................99 The cupboard is all a bit bare right now... •
Yamaha MT-10
•
Slam MSR 160
RACE SECTION
Pit Pass.......................................... 104
66
NO IDEA WHAT VVT MEANS? WO ORRY NO OT,, WE’VE GOT YO OU!
56
AVON’S SPORTS TYRES PUT THRO OUGH THEIR PAC CES S...
The news and views from the racing world.
Race Feature ................................. 108 Young Carl goes motocrossing with some BSB stars, to see how the pros keep fit in the winter to try and mimic his hereos - fails...
COLUMNISTS Carl Stevens.................................. 118 Yes, we’ve given him a page, Gawd help us...
Chaz Davies .................................. 121 Chaz gets ready for his new season!
Steve Parrish................................. 122 The old fool is only going racing again!
60
WE’VE GOT A GORGEOUSLY MODIFIED KAWASAKI ZX-10R FOR YOU TO DROOL OVER THIS MONTH – ROBIN HUTH’S ‘ENDURANCE’ REPLICA ZX!
BUY
GEAR
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NE W S & REV IEW S PL ANET FAST BIKES – NE W ME TA L Ducati’s last V4 was lush...
V4 VICTORY?
Italian twin specialists Ducati are finally giving in and adding more cylinders to their sportsbikes for 2018!
I
t was only ever a matter of time, we suppose, before Ducati would have no choice but to start using multi-cylinder engines for their sportsbike range. Not so much to compete in a production sense, as their current large Panigale range holds its own against the best of the rest out of the box. No, it’s down to racing that they’re making this transition because no matter the extra capacity their 1199 R holds over its rivals, nor how much effort they put into its racing endeavours, a twin is taken to the absolute limit to compete. In times past, the capacity advantage gave Ducati extra punch out of turns when the four-cylinder brigade were set at 750cc. When they were upped to litre bikes, though, Ducati were suddenly having to pump extra effort into their 999 at the time, for it to compete with the huge new horsepower and top-speed figures their rivals had. They needed to throw engines at their bikes every weekend, which wasn’t sustainable for such a small company. Then the 1098 came out, and while rivals may have bemoaned the fact it had more capacity once again, it was more to do with reliability and cost. But that bike suffered with top speeds which led to a complete change in engine architecture and, thus, the Panigale.
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The top-end was now there or thereabouts, but the age old low-down grunt advantage was lost forever. Only top talent, produced by our own Chaz Davies and ex-FB’er Shakey Byrne, has been able to bring the bike success – but the format is basically subject to the law of diminishing returns, so change is now rather necessary.
One of these for £20k? We’re in!
We got wind of the fact Ducati may go the V4 route last year, but at the recent Ducati MotoGP launch it was confirmed that a V4 road bike would be incoming, backed up by Chaz in his latest column in this very issue. "The engine development we have made in MotoGP has been exceptional,” said Ducati’s Claudio Domenicali, “We have an engine which is very reliable, very light, compact and has a lot of interesting technology. We are seriously thinking of introducing it to regular customers as it is a masterpiece of engineering.” The more interesting thing is that this won’t be another Superleggera or Desmoseidici, rather a replacement for the big Panigales instead. The last V4 they made was the stunning Desmo’ but it came at a premium price, and the only other manufacturer offering V4 goodness at ‘reasonable’ prices is Aprilia. Sadly, though, while we’ll see the new V4 towards the end of this year (and we already know customers who have theirs on order!), it probably won’t enter WSB until 2019, which means another two seasons of the Panigale for Chaz et al. Nor will this news mean that L-twins should vanish from Ducati’s lineup, as twins are what they are most known for. Otherwise, we’re pretty excited about this incoming change, are you?
LAUNCH
Fourth gear, 130mph, and the Gixer still wants to save on front tyre wear.
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SUZUKI GSX-R1000R
WORDS: DANGEROUS BRUCE
IMAGES: SUZUKI
BACK in the GAME Suzuki’s built a real contender; a bike that’s got more than enough fight in it to cause a few black eyes among the litre sector’s elite. And for a tasty price too.
T
here was never any question as to whether the new GSX-R was going to be special, it was more a question of just how special it would be. To be fair, it needed to be pretty exceptional to bridge the cataclysmic divide which had seen the one time king of sportsbikes slip lethargically into the shadows of too many pesky litre bike newcomers. Outdated, out-gunned and appearing about as technologically advanced as a typewriter, time had not been kind to Suzuki’s flagship. If ever a revolution was needed, now was the time. That’s a call to arms that’s been answered with the delivery of the all-new GSX-R1000 and higher spec R-version. In a bid to wipe the floor with the opposition, Suzuki brought out the big guns with the development of its new Gixers, utilising the latest design software, production techniques and the company’s smartest brains in a no holds barred approach. Handed a blank piece of paper and told to build a bike that bettered all of the opposition, without excuses, was none other than project leader Shinichi Sahara; the man largely responsible for Suzuki’s audaciously impressive MotoGP comeback. Having flown all the way over to Oz, we finally got chance to swing a leg over this man’s creation. Or rather the higher spec GSX-R1000R version. The standard bike wasn’t coming out to
play, but considering how similarly packaged the two models are, sharing the same engine, frame, three power modes, 10-stage traction control system and all controlling six-axis Inertial Measurement Unit (IMU), it was reasonable to think we’d get a good flavour for what the £3k cheaper option had to offer. But what exactly do you get for that whack of extra dosh on the ‘R’? A fair amount, as was explained during the model’s presentation, including some fancy Showa Balance Free Suspension at both ends, a shifter and blipper system, cornering ABS and a traffic-light domineering launch control package. There are worse ways to blow your wedge… I’ve heard a few people have a pop at the bike’s new image, with the key hang-up being it’s, ahem, sizeable exhaust. But this bike’s a different beast to the preceding model I clocked 5,000 miles on last season. It’s a lot narrower for a start, being some 13mm slimmer on the nose cowl and a whole 50mm sleeker at the waist. You’ve got the bike’s slimmed-down motor to thank for that, as well as the 10% lighter pressed aluminium frame. When I first saw the model unveiled at the EICMA show, the frame blew me away with how small it was, but seeing it again in pitlane at Phillip Island got me appreciating just how in keeping it was with the sharper, more condensed outline of the Suzuki.
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LAUNCH
UNDER THE SKIN To help you understand the GSX-R1000R in detail, we’ve shone a light on some of its key features...
DUAL STAGE INTAKE (DSI)
Another bit of tech borrowed from the GSX-RR is dual stage intake stacks, which is a less expensive or technicaally demanding way of delivering the advantages of height variable intake stacks. While the number two and three stacks are conventional in size and length, the one and four cylinder intakes see a longeer funnel positioned directly over a shorter one. It means the drawing of air can be maximised to suit speed and rpm, seamlesssly varying the point of draw between the higher stack at lower enggine speeds, to help with maximum torque output, or the lower stack at higher engine revs for top-end imprroved d top end p performance.
ALLL-NEW FRAME
Th he GSX-R’s twin-spar frame is all-new and it’s i the lightest and most co ompact type ever seen on a Gixer. It’s also the first to be produced using pressed aluminium, as opposed to casst frames which are the more typical type on the market. It’s 20mm narrower than its m predecessor and weighs 10% less. For added strength and to reduce p unwanted flex, the frame’s rear engine mounts are 60mm wider, which also helps to reduce vibrations. The bolt-on b subframe’s 38% lighter, while the all-new swingarm has been n made 25mm longer to improve feel and stability.
TEN LEVELS OF TRACTION (TCS)
Using the newly fitted six-axis Inertial Measu urement Unit (IMU), wheel speeds, throttle position, crankshaft speeds, s gear position and motorcycle motion is all taken into acco ount to determine exactly if, when and how much interaction of the TC CS should come into play. Of the ten levels, which can be switched bettween on the go as long as the throttle’s closed, the options are grou uped largely for Track, Road, or Rain use. Whenever a lack of tractio on’s noted, the system’s quick to jump in and limit power output by altering the ignition n. timing or changing the throttle valve position
SUZUKI DRIVE MODE SELECTOR (S-DMS)
As was the case on the outgoing Gixer, the new one features three different throttle maps that can be altered on the move as long as the throttle’s shut. Each map permits full power from the motor, but alters the sharpness of the delivery to suit the rider’s preferences.
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SUZUKI GSX-R1000R
LAUNCH CONTROL (LC)
This new addition to Suzuki’s arsenal is accessed by holding down the start button to engage the system. It changes the face of the new LCD dash’s display so there’s no confusion before you wind back the throttle fully and dump the clutch. Working using a special map that controls the throttle valve opening and ignition timing, the snazzy feature takes constant feedback of wheel speeds, throttle position, gear selection and throttle valve position to make sure you don’t flip the Suzuki when you pull away from the traffic lights. The system automatically switches off when you upshift into third or close the throttle.
VARIABLE VALVE TIMING (VVT)
VVT’s nothing new, but Suzuki’s system is perhaps one of the simplest examples out there, consisting of slotted radial groves on the intake cam sprocket that allows ball bearings to move outwards under centrifugal force, against an opposing guide plate with straight grooves. When the balls spin outwards, at around 10,000rpm, the position of the cam sprocket on the camshaft is altered; retarding the intake cam timing which significantly bolsters high end power. When the revs drop, the balls retract and the timing goes back to suiting low and mid-range performance.
BALANCE FREE SUSPENSION
The 1000R benefits from the fitment of Balance Free suspension units, which are raced derived products designed to improve cornering traction and deal better with surface imperfections. Featuring an external reservoir on the fork and shock units, the idea is that the system equalises oil pressure above and below the piston by sending oil through circuits that run external to the main piston cylinder to help stabilise and cushion the forces applied to the suspension.
SHIFTER AND BLIPPER
This Bi-Directional Quick Shift System means you can keep the throttle pinned on upshifts and completely neglect the clutch lever on down changes. Going up, the power’s culled for around 75 milliseconds to allow the box’s dogs to be smoothly released and engaged, while down changes see a slight opening of the throttle valve to help match engine and wheel speeds.
BETTER BRAKES
To go with the Suzuki Suzuki’ss twin monoshock Brembo calipers are new, new 10mm larger than previous, Brembo stainless steel discs. The larger floating units offer better braking performance, but also help to reduce unsprung weight as they also weigh less than their predecessors, thanks to their need for lesser mounting points to the rotor.
MA ASTERED MOTOR
The heart of the GSX-R is new from the ground up, sporting a whole host of innovation. Both h torque and peak output have been significantly increased over the outgoing model, witth 199bhp now being available while low-to-midrange performance is stronger and moother than ever. As well as being the most powerful production GSX-R engine of all sm me, it’s also the lightest and most compact. Variable Valve Timing, Direct Fuel Injection tim nd Dual Stage Intake stacks are among the key features on the motor, which has also an seeen the fitment of forged aluminium pistons, a whole new cylinder head design with an ncreased compression ratio, plus MotoGP inspired finger followers that have replaced in tthe conventional bucket tappets of old; saving around six grams per unit and allowing the engine to rev higher and permit the valve lift to be increased. Add to the above a whole load of other new features, such as new titanium exhaust valves, and you’ll easily be able to appreciate where the new found oomph has come from.
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2017 NINJA 650
LE RED WORDS: A L AS TAIR FAGA N PICS: K AWASA K I, DOUB
KAWASAKI
NINJA 650 Say hello to the ER-6’s replacement: the entry-level happy shopper that thinks it’s a sportsbike…
I
’ve always had a love/hate relationship with Kawasaki’s ER-6 – love for its no frills, undiluted kicks on the road, and hate for getting a battering against its racing monopoly. The do-it-all happy-shopper middleweight has been a stalwart of the class for longer than Jimmy Savile got away with it, so the Big K has gone full Ninja for 2017 with a scrupulous replacement. And, by Jove, does it look dapper. There’s a certain amount of substance needed to carry the Ninja crest with authority, something that Kawasaki’s puny 300 failed to provide. Aside from the sharp KRT graphics, some shrewd cosmetic tweaks (ZX-10R lookalike front and rear ends) and a smattering of clever design (to hide the sparrow-limbed components) ensure the Ninja 650 conveys near-authentic big-bike presence, until you’re sat on it, but we’ll get to that later on. When a manufacturer claims more power, lighter weight and further gizmos to a new model, and sticks two fingers up to Euro4 complications in the process, you know
The trip to Tesco was a lively one on the Ninja...
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LAUNCH
The tall rider’s natural stance for motorway travel on the Ninja...
you’re onto a winner. Kawasaki nearly managed to pull off this incredible feat, save for losing 3bhp at the top, but the Ninja 650 is a perfect example of why peak numbers mean nothing and compensates with supplementary midrange instead for 2017. With rivals such as Yamaha’s MT-07/Tracer 700 and the new Suzuki SV650 romping away both in sales and the metaphoric sense, the Ninja needed more than a light dusting of refinement. It’s a whopping 18kg lighter than its predecessor, predominantly owing to a much lighter frame, snazzy five-spoke rims, and a newer swingarm that now looks far less Chinese Meccano and more British scaffolding. And, while on the chassis, other noteworthy news is a shock that now brags a progressive link, rather than the ER-6’s set-up mounted directly to the swingarm. Launched at the same time and venue as the Z900 you’ll see elsewhere in these pages, we had the roads around Almeria to play with and employ as a proving ground for analysis. Sat outside the hotel and astride the 650, I thought the job was in tatters: a new super-low seat height of 790mm equates to a very cramped lower-body riding position for someone with gammy knees such as myself, offset by a relaxed ’bar position that’s sporty enough when called upon. The rest of the cockpit takes heed from its forerunner, although much sleeker and contemporary. 30 APRIL 2017 WWW.FASTBIKESMAG.COM
You’re greeted by a Gucci dash that looks far more premium than the Z900; an eye-candy blend of digital and analogue, displaying everything you’ll ever need including a gear position indicator for track sorties. No, really! It’s as smooth and silken as ever, and as easy to ride as anything out there. A pliant but crisp and direct throttle action works simultaneously with a liquid bottom-end of the motor to provide a glitch-free execution, happy to pootle at ambling speeds with an innate balance. The gearbox is soft on the toe but wonderfully precise, as are the rest of the controls. Within miles, the revised parallel twin’s added urgency in the midrange is palpable, but the Ninja’s primary upgrade is just how light it feels. There was nothing inherently defective about the ER-6’s handling, although ridden against rivals rendered it a behemoth in comparison. Shedding around a tenth of its overall weight, the Ninja feels on par with any competitor in terms of change of direction and flickability, willing to be thrown around and abused for fun – as flickable as the proverbial dry, crisp bogey in double maths. Despite the quick steering, it’s free from any nasty surprises, as the front-end intuitively guides the way. I’d say the MT-07 brags more sporting ability (the Kawasaki doesn’t feel as intuitive during mid-corner,
big lean antics), but at least you’ll be safer from the elements aboard the 650. Some bemoaned the wind protection offered by the adjustable screen in the lowest setting, although I didn't experience any discomfort. That said, in the highest position, I found it noticeably more relaxed at higher speeds and edging towards three figures – the Ninja will happily cruise vibe-free at 85mph without busting a bollock. Edging back into the fun stuff, you’re rewarded with improved stopping power thanks to some new discs and calipers. The Ninja’s brakes are a tangible improvement over the ER’s wooden anchors and, as with the Z900, corner entry is more fluid and vastly improved thanks to a slipper clutch. It’s not a bike that can be buried into a turn on a whim with off-the-throttle liberty taking, but it’s a cracking bike to learn corner speed and not once did I yearn for additional ground clearance. Talking of speed, Kawasaki engineers focused on bottom-end and midrange torque for 2017. With fresher rivals offering punch and more characterful deliveries, the ER-6 felt lethargic throughout the rev range, but there’s now more boom, more of a sensation that the throttle actually exists for a purpose rather than merely being a tube for twisting. Its 68bhp is never going to tear your todger off, but that midrange more than cures the
LAUNCH
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FEATURE
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2017 STREET TRIPLE RS 765
SCREAMING
BEAUTY! WORDS: CARL STEVENS PICS: TRIUMPH
We headed out to a not-so-sunny Barcelona in order to thrash the king of kings; the top of the range Triumph Street Triple RS, to see if the benchmark for a Supersport naked bike really has risen. Again.
L
et’s not fool ourselves, we all know how good the Triumph Street Triple is and the reasons why they’ve sold 50,000 units to date. Yet here we are, ready to take on the new Street Triple RS, wondering whether the British marque have improved the thing. Yet, lo and behold, after a day of riding, thrashing and in lashing rain no less, it’s clear that this is a real triumph of engineering... (sorry, couldn’t help myself). The first time you jump on the Street Triple RS, it’s incredibly refined in comparison to its predecessor. The cockpit is neat and the flash dash fires into life like a transformer, giving a whole host of information and options of the different riding modes: Wet, Road, Fast Road, Personal (which is all your own chosen settings) and, of course, Track mode. As soon as you hit the ignition that beautiful new triple lump roars into life with throaty intent, thanks to the brand new 765cc power-plant that sits in between your legs. This isn’t just Triumph moving the numbers around for a gimmick from 675cc, there are 80 brand new components that make this new Triple a whole different animal – and they aren’t just minute changes. The crank, pistons, con-rods, and balancer shaft, to name a few, have all been developed purely for the Street Triple, adding up with an increased bore/stroke to make a massive 16 per cent power gain and 13 per cent torque gain, which is fairly bloody evident as soon you open that beautiful new fly-by-wire throttle system. Every time you twist that grip, there is an incredibly addictive note coming from the brand new exhaust and airbox, that could almost be aural heroin – you just can’t stop making the thing scream, it sounds that good. Not only does it sound the absolute
part but it’s also been redesigned to save an extra 1.7kg while still giving better induction over the old unit, while actually supporting the geometry thanks to the mass centralisation. If that hasn’t tickled your fancy, then it’s definitely worth noting that even with the bigger engine and extra power, the Street Triple RS has actually shed two kilos making it the lightest bike in its class. Oh, yeeeees…
Triple the fun
The roads might still be a little wet, but nothing can stop the Triumph making its mark. Setting off down winding roads the Street Triple RS feels incredibly nimble and poised, with the engine perfectly complementing the fast and fluid feedback through the wide yet comfortable bars. In essence, it’s just as hooligan’esque as it looks with the 765cc motor being at its very happiest when you’re revving the tits off it, although it does surprisingly sit nicely on the motorway if it’s practicality you’re after. Think of it like a very well trained yet incredibly excitable puppy. The chassis and geometry work in sync to inspire confidence through the tight and twisty mountain roads, going literally everywhere you point that sweetly focused front end. The chassis really is perfectly complemented by the fully adjustable Showa big piston forks and an Öhlins piggy back shock (which comes standard on the RS model), means when you have a package this good you don’t ever want to stop! In all fairness to Triumph, the base setting works really well with the super sticky Pirelli Supercorsa SPs and as the roads start to dry the pace is upped. And now, it’s not just the sun that starts to truly shine.
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