Ducati 1199 Panigale RS

You think the 1199 is cool then check out the Ducati 1199 Panigale RS. only available for superbike teams, the RS features carbon fibre pieces in abundance, Brembo brakes, Öhlins suspension and a full system Termignoni exhaust.

Ridden: Kawasaki ZX10R 2011

Upon unloading the new 200hp ZX10R in the drive and slipping into some leathers, I decided I will put on some music and go for a ride through the leafy suburbs to get a feel for the new Ninja. However the first song that started to play on my iPod was ‘take me to the hospital’ by Prodigy. Hmmmm surely this wasn’t a sign of things to come. Anyway after cycling through some tracks to find an appropriate tune to accompany me on the new ZX10R I set off down the road.

First impressions are excellent. The new Ninja accelerates smoothly with excellent power delivery and bags of power and torque. Twist the throttle and the black monster shoots up the road in a blur of dust and excitement. The 2011 Ninja has been one of the most highly anticipated bikes of the year due to its monstrous power output. (between 185 and 200hp). However that being said the power is manageable but one does sense that this much power is just too much for the road and huge levels of concentration are required when taking a ride to the shops.

However with the monstrous power output the Ninja can be tamed. There are 3 power map settings that can be changed and although not much of a difference is noticed low down the RPM range, when the revs climb higher the power delivery differences become VERY apparent. In addition to this the new Ninja comes equipped with race derived traction control (S-KTRC) and ABS. The traction control has 4 different settings with level 1 being designed for track use on racing tires. When accelerating hard off the line one can hear the traction control kicking in. In laymen’s terms it works by retarding the ignition until both front and rear wheel speeds are matched.

Indeed it is awesome to have such a powerful bike matched up to traction control which allows us mere mortal riders to get close to the limit without flying headfirst into a tree. For all its power and aggression the new Ninja definitely feels smooth and safe…ish. The traction control system though does not interfere with your riding style and does not nanny your behavior. It acts merely as an assistant which is awesome because at the end of the day you are still the rider and in control.

The engine has basically remained the same from the previous model, however some of the internals have been remodeled slightly. The inline four has an astronomical redline at 14000rpm and produces 114Nm’s of torque. In addition to this the new Ninja has lost a considerable amount of weight compared to the previous model and the handling characteristics have changed allowing for more feedback to the rider and improved road holding. Confidence is significantly improved when riding the new Ninja thanks to the awesome traction control and power delivery. The six speed gearbox is also a dream to shift thtrough and the movements are short and sharp. Ergonimic changes include:
- A lower seat (by 17mm), adjustable footpegs moved slightly lower (by 5mm) and forward (by 2mm)
- Lower seat makes it easier to reach the ground
- Newly shaped fuel tank offers an even better ergonomic fit with the rider’s forearms and inner thighs when riding
- Adjustable foot pegs can be lowered an additional 15mm when street riding or touring.

Indeed Kawasaki has gone the full distance to produce an awesome bike. From the streamlined looks to the ergonomics and mechanics, the 2011 Ninja takes some beating. It is also offered at a competitive price and you receive a lot of bike for your money. (R160 000 estimated). Without a doubt my choice for 2011.

Pros:

Ease of use

Traction control

Power

Chassis

Cons:

Orange rev display takes some getting used to

The amount of fuel you’ll burn on a breakfast run

Engine	Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	998
Bore x Stroke	76 x 55 mm
Compression Ratio	13.0:1
Induction	DFI® with four 47mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition  /  Starting	TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)  /  electric
Max Power	185 -200 estimated
Max Torque	114.3 Nm @ 1150 rpm
Transmission  /  Drive	6 Speed  /  chain
Rake / Trail	25.0 degrees / 109.9mm
Front Suspension	43mm Big Piston Fork (BPF), rebound, compression and spring preload adjustability 4.7in wheel travel
Rear Suspension	Horizontal Back-link. High/low-speed compression, rebound and preload adjustable. 4.9in wheel travel
Front Brakes	2x 310 mm petal discs, radial-mount  4-piston calliper
Rear Brakes	Single Single 220mm petal disc
Front Tyre	120/70 ZR17
Rear Tyre	190/55 ZR17
Seat Height	812 mm  /  32 in
Weight	198 kg
Fuel Capacity	17 Litres  /  4.5 gal

Top Gear South Africa 2011: The Review

You may be aware that Top Gear is receiving a lot of criticism lately due to the show hosted at Kyalami grand prix circuit this past weekend. (17th to 20th March 2011).

It also just so happens that before making my way to the show on Friday the 18th of March 2011, I had written an exam on operational management. So, with the subject fresh in my mind, I came back from the show, not disappointed with the efforts of the Top Gear team but instead with the organizers; Brand Events and the logistics, or lack thereof.

During the run up to the show, I collected my media passes from the offices of Brand events. They looked at me in dismay as I strolled into their office and I was questioned numerous times about who I had spoken to, what was my name and what exactly I was doing there. After I explained that I had attended the previous 3 Top Gear shows as media and I was a member of the South African guild of motoring journalists and I had spoken to numerous people at brand events in the past about the show, I then was allowed to collect my tickets. I was also informed that I would have to utilize the park and ride facilities at Waterfall estate. (read on)

This was to enable all visitors to the top gear show to be bussed in and out of Kyalami grand prix circuit. Makes sense, as there would be a traffic nightmare if everyone and their Hilux double cab fought each other for the closest available parking spot at the circuit.

As this is a motor show you would assume that most who visited Kyalami, enjoyed their cars and as a result people would be arriving in supercars, sports cars, historic cars etc. However waterfall estate was not the best place for this as it resembled a 4×4 track more than anything. So after smashing in my sump numerous times and rearranging the dynamics of my exhaust on my car with average ground clearance, I eventually found a parking approximately 800 meters from the buses.

My girlfriend and I then proceeded to walk to the buses in the thick mud caused by the unfortunate heavy downpour during the day. By the time we reached the buses, the seats were soaking wet from the earlier crowds. The bus then filled up and we proceeded to be transported to Kyalami circuit, where to my amazement we were stuck in a traffic jam. I thought the whole point of the buses was to eliminate this, however there was too much emphasis placed on ‘VIP’ guests by the organizers and as a result, the bus had now come to a complete stop at the single gate of the circuit. Even though they were letting VIP guests drive into the circuit in their own cars, there has been much criticism over the treatment of VIP guests. I understand the tickets were hellishly expensive, but unfortunately you got ripped. Go buy some more commodities or build casinos or something.

Anyway I will not bore you with the details, but after a prolonged period of time, the bus dropped us off at the top of the circuit in another mud bath, we then proceeded to walk through the tunnel which created a bottleneck, then down past the Lumina drifting cars, and to the arena entrance where there was yet another bottleneck.

Problem analysis:

• Too many people
• One entrance and exit to the arena
• One entrance and exit to the circuit
• One entrance and exit to and from the buses.
• Numerous bottlenecks
• Disrupted flow of traffic
• Buses being kept stationary at the main entrance for too long
• Poor parking facilities
• Poor staff management
• Unclear staff roles

(There are more, this is just from my short experience on the day).

I might come across very negative and demeaning, however don’t get me wrong, the actual show on paper looked spectacular and I sure was impressed with the Top Gear team and their stunts. I was also impressed with the array of cars on display and the Red Bull F1. Unfortunately many people did not get to see the F1 due to the heavy rains experienced on the weekend. However I must point out that it rains almost without fail at this time every year, so surely that is something the organizers must take into consideration.

I understand the rainfall affected proceedings of the Top Gear show, however that aside, the actual organization of the show left a lot to be desired.

Alternative solutions:

• Host the event at a different location, the country has spent billions of infrastructure for the 2010 world cup, what’s wrong with say Soccer city?

• Create multiple entrances and exits to and from the circuit and arena as well as for the buses

• Place more emphasis on directing and guiding the masses comfortably and efficiently instead of making sure a handful of VIP’s are well catered for.

• Allow the public to park their motorbikes at the circuit (like when World superbikes visited kyalami in 2010). This would eliminate hundreds of cars coming close to the circuit

• Ensure better parking facilities at the park and ride

• Help ease traffic flow by allowing buses to drive without stopping for a delayed period to the drop off zone

• Have multiple collection points

• Have multiple drop off zones

• Allow pedestrians to walk from the main entrance

• Don’t have a VIP ticket (money making scam)  resulting in very irritated customers

Once again there are numerous other solutions that could have eased the traffic flow and congestion, these are just off the top of my head.

After watching the show, with the rain and lightening approaching in the distance, my girlfriend and I decided to make our way to the exit, where once again we were forced to wait in a queue with everyone else as the rain started to pour. Due to the ridiculously narrow exit path, my girlfriend was almost knocked off her feet by who could only have been Os Du Randt’s obese cousin.  Psychologists would say conditions were ripe for a huge brawl, but not one for waking up in the morning having had reconstructive facial surgery; I simply sighed, offered the man a Boerewors roll accompanied with an ice cold Castle lager and proceeded to play out my role as jimmy jammer; the sardine who didn’t get away.

By the time we had arrived home, I was exhausted, tired, hungry, thirsty, wet, irritated muddy and my car required Xzibit to come sort it out. In amongst the grade 10 leadership camp a small car show did break out, but sadly it was overshadowed by an overall draining experience.

Anyway, after many people spent a lot of money on their tickets and had there whole day disrupted by the weather and the changing organizational plans of Top Gear I’m sure I am not the only one who feels that something should be said and done.

I am the worlds biggest petrol head and I really love the fact that Top Gear comes to South Africa, I just wish the show was more Top Gear and less unorganized.

Ridden: Suzuki GSX-R750 2011

Evolution has once again made the new Suzuki GSX-R750 a bike that is in a class of its own. The 750 is interesting in that it shares the best of both worlds, taking the handling qualities of a 600 and mixing them with the raw power of a 1000cc superbike.

In essence one struggles to think why all manufacturers do not produce 750’s? Perhaps it’s because Suzuki’s 750 is just too good?

Changes from the 2010 model include revised bodywork that is lighter and more aerodynamic. A new stacked headlight design which is lighter and looks better. A new frame that has reduced the wheelbase by 15mm, and an overall weight saving of 8kg’s. This is a tremendous amount on a bike which was light to start off with.

Along with the revised look and feel, the engine has also been revised and now offers more low down power, which results in the 750 revving up quicker. As well as a power increase, the fuel efficiency has also been increased by 10%. So where does the evolution stop?

The previous generation 750 was an excellent bike, but the 2011 model definitely possesses that edge that the previous one didn’t making this an awesome track weapon and an awesome Sunday morning machine. Suzuki is also the first Japanese manufacturer to offer Brembo monoblock front calipers. Teamed up with the fully adjustable Showa forks the handling and stopping power of the new 750 is incredible. Your face melts against the inside of your visor as you squeeze the lever and you struggle to catch your breath as your lungs are liquidated from the G-force.

Power is quoted at 148 bhp@13 200 rpm on a bike with a wet weight of 190Kg’s. That is a mouth watering power to weight ratio indeed. How did Suzuki manage to lose 8Kg’s? Well for example, the ECU was moved closer to the engine to reduce the amount of wiring needed. Yes, some serious thought went into this new model. Soon Suzuki will only sell you a bike if the customer goes on a diet.

From an ergonomics point of view, the new Suzi is excellent. The footpegs are adjustable to suit all types and the riding position is perfectly suited to enable to rider to get the best out of the machine. The gearbox remains the same as the previous year’s model and the changes are slick and quick. There are also 2 power mode selections available to the rider; A and B which you select from the left bar. Mode A enhances responsiveness and allows maximum performance.

The torque limiting clutch and electronically adjustable steering damper are additions that enhance the Suzuki at the limit. Through hard braking the clutch keeps the bike straight and true to enable the rider to enter the corner perfectly. The Showa Big piston front forks enable riders to use the full track and run onto the rumble strips whilst still remaining in full control.

The 2011 750 is an awesome bike incorporating the best of both from the superbike world. The fact that this machine is more efficient, green, faster, lighter, better looking,  and adjustable for all types makes it worth every cent of its R127 000 asking price. It’s currently available in two color schemes, the traditional Suzuki Blue and white as well as black and dark red.

It also comes with a 2 year warranty and Suzuki roadside assistance supported by the AA.

If you are in the market for an excellent handling high performance machine then look no further.

Pros:

Evolutionary changes make it quicker

Lighter

More efficient

Better looking

More aggressive

Cons:

Use of carbon fibre look-a-like material

Make Model	Suzuki GSX-R 750
Year	2011
Engine	Liquid cooled four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	749
Bore x Stroke	70 x 48.7 m
Compression Ratio	12.5 :1
Induction	Fuel injection
Ignition  /  Starting	Electronic ignition (Transistorized)   /  electric
Max Power
Max Torque
Transmission  /  Drive	6 Speed  /  chain
Frame
Front Suspension	Inverted, telescopic, coil spring, oil damped
Rear Suspension	Link type, coil spring, oil damped
Front Brakes	2x 310mm discs
Rear Brakes	Single disc
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	810 mm  /  31.9 in
Wet-Weight	190 kg  /  419 lb
Fuel Capacity	17 Litres  /  4.5 gal

Ridden: Triumph speedmaster 2010

It doesn’t take long for anyone to notice that I am probably the worlds biggest bike fan. My house is littered with motorcycle accessories and replica toys. There are boots and old gloves hidden away in every cupboard and the garage often has anywhere between one to five motorcycles sleeping under the fluorescent light.

However if there is ever one type of motorbike I have never associated with, it’s the Harley, or old school cruiser. They are a marketing achievement over engineering and usually feature a heavy frame, narrow tyres, an air cooled twin and an unorthodox riding position.

However after spending some time with the Speedmaster, I can now say I fully understand why Harleys and other old school cruisers have such a unique appeal. Just like Harley Davidson, Triumph also has an illustrious career history having created their own enthusiast network who understand their bikes backwards.

The Speedmaster, like the Harley 883 custom, features an air cooled twin, but unlike the Harley which is a V-Twin the Speedmaster’s is a parallel twin. The power output is 60HP @ 6800 rpm and 63 ft-lb’s of torque @ 3,300 rpm.  The DOHC air cooled parallel twin is definitely suited to a rider who optimizes torque more than power. As you ride along it is possible to slip up gears at low RPM and indulge in what this bike was designed to do, look cool with a dash of bad ass attitude.

Obviously because the Harley and Speedmaster are so similar, I’m sure both marketing divisions have listed each others bikes as threats in their SWOT analysis. However for Triumph to outdo Harley in this market segment would take a great deal of effort.

When you purchase a Harley you receive H.O.G member ship and are immediately accepted in to a family of Harley Riders. However, with Triumph, you don’t and as a result I believe the Speedmaster is for true Triumph enthusiasts.

What makes the Speedmaster exciting though are all the modern engineering bits that Triumph designers have managed to hide behind the old school exterior. At first glance you would be forgiven to think that the Speedmaster features carburetors but in fact it is fuel injected, giving it many benefits. One of them being a more efficient engine. Although power might not have increased dramatically, the engine is now Euro3 compliant. You also receive dual front brake discs (310mm) and a rear brake disc (285mm) allowing for improved stopping power. Don’t be fooled though this is not Casey Stoners’ 2011 Honda Motogp bike, the frame is still made out of steel and thus the wet weight of the speedmaster comes in at 250Kg’s. Because of this I would advise you to practice your low speed maneuvering especially around tricky car parks as the Speedmaster isn’t the easiest bike to balance on.

Once on the open road, the bad ass riding layout makes for a very relaxed riding position. The handle bars have a wide grip and are very ergonomically pleasing. Long journeys are comfortable and the teardrop tank holds close to 20 litres of fuel making regular petrol stops a thing of the past. It is very easy to cover vast distances on board the Speedmaster thanks to a very comfortable, relaxed riding style. Obviously the looks of this old school cruiser are fantastic. I personally prefer superbikes however over the past weekend the Speedmaster has turned more heads than if I were riding a bright orange CBR spitting fire. Most importantly I had lots of girls looking at me at the traffic lights which was exciting. It seems this bike really emits a bad boy attitude. This is established by the generous use of chrome, accentuated by two large exhaust pipes either side of the bike a sweeping tail fender and teardrop tank.

So although I’ve been trying to impress girls by blasting past them on some Jap track weapon, it seems I was doing it all wrong. I need to be on a Speedmaster cruising around at 80km/h with that traditional thump echoing from the twin pipes. That’s what the old school cruiser offers, an image, a lifestyle a fashion piece, a piece of history and enjoyment in bundles. It will surely impress the Triumph faithful and those who glance at the magnificent design.

Here are some important figures:

Make Model	Triumph Speedmaster
Year	2011
Engine	Air cooled, four stroke, parallel twin, DOHC, 4 valves per cylinder
Capacity	865
Bore x Stroke	90 x 68 mm
Compression Ratio	9.2:1
Induction	Multipoint sequential electronic fuel injection with SAI
Ignition  /  Starting	Digital  inductive type  /  electric
Max Power	61 hp 45 kW @ 6800 rpm
Max Torque	72 Nm @ 3300 rpm
Transmission  /  Drive	5 Speed  /  chain
Clutch	Wet, multi-plate
Frame	Tubular steel cradle Swingarm Twin-sided, tubular steel
Front Suspension	Kayaba 41mm forks with polished lowers,  120mm wheel travel.
Rear Suspension	Kayaba chromed spring twin shocks with adjustable preload, 96mm rear wheel travel
Front Brakes	2x 310mm discs 2 piston calipers
Rear Brakes	Single 285mm disc 2 piston caliper
Front Tyre	110/80 R18
Rear Tyre	170/80 B15
Seat Height	700 mm  /  27.5 in
Wet-Weight	250 kg  /  550 lb
Fuel Capacity	19.3 Litres  /  5.1 gal

Pros:

Design

Attitude

Modern interpretation of a classic

Reliability increased

Cons:

Heavy

Stiff competition

Aimed at the enthusiast