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Sunday, August 31, 2008

Part 134 - Body Position: Old School Vs. New School... (",)

Body Position: Old School Vs. New School


Photography by Riles & Nelson
writer: Lance Holst

In Ama Pro Racing, World Superbike And MotoGP there's been a shift in riding styles. From the days of '80s and '90s heroes like Kevin Schwantz and Mick Doohan who were forced to wrestle powerful, unruly beasts to their will, a younger generation of riders typified by Valentino Rossi and Casey Stoner took over, rising from the high-corner speed ranks of 125cc and 250cc Grand Prix machinery to the more refined, better-behaved MotoGP bikes of today with their complex engine-management software and traction control. Actually Rossi's career dates from the final days of fire-breathing 500cc two-strokes (he won the last 500CC World Championship in 2001, then piled up consecutive MotoGP championships from 2002 to 2005), which likely contributes to making him the most versatile and perhaps most talented roadracer of all time.

Focusing on riding styles, in particular body position while hanging off during cornering, we see the evolution from the more upright chest-over-the-tank style of the past couple of decades to the radically to-the-inside and almost under-the-bike shenanigans of the youngsters. The old school still has some fight left, as exemplified by former World Superbike champions Troy Bayliss (a dominant force in the series and currently leading WSBK points) and Neil Hodgson, one of our interview subjects here, who makes his return to AMA Superbike competition to take care of some unfinished business. Representing the new-schoolers is multitime AMA champion and factory Yamaha superbike pilot Eric Bostrom, a man who first popularized the modern style in the AMA competition despite his dirt-track and four-stroke background. When asked if the difference in riding styles comes from the younger generation's experience being limited to modern chassis and tire technology, Hodgson scratches his head and says, "Yeah, it's very possible; I've never analyzed it that way, but now that you've said it you're probably right."

 Riding Styles Neil Hodgson
Old school: Former World Superbike Champion (2003) and British Superbike Champion (2000), Neil Hodgson, 34, began riding at the age of three and racing at nine. His style mimics that of his two all-time favorite riders, Kevin Schwantz and Mick Doohan. Like most champions, Hodgson (5 feet 9 inches and 155 pounds) is highly critical of his riding and admits that if he had it to do over again, "I'd try to get my weight off the bike a little more." Still, Hodgson was chosen from among many talented riders by American Honda to team up with Miguel Duhamel and race the all-new Honda CBR1000RR. He proved blindingly quick on his one-off ride on a Honda CBR600RR Formula Xtreme bike at Daytona.

Hodgson
Hodgson has been racing for 25 years, which along with being a proven world champion, likely contributed to his landing the much-sought-after seat on the factory American Honda Superbike team for 2008. Like any true champion Hodgson is also his own toughest critic. "I think your style is your style and it's hard to change it. I've criticized my own style and want to hang off more, but if I hang off more I lose the feeling for the bike," he admits. "It's so ingrained into me because I've been racing for so many years that I can't change it now. I can, but I go slower."

Hodgson's style comes from the days of Schwantz and Doohan, when high-horsepower engines dominated underdeveloped chassis and tire technology; wheels were rarely in line with one another when the beasts were ridden in anger. Despite his somewhat retro riding style, however, Hodgson surprised many, including perhaps himself, when he snatched the pole qualifying position for this year's Daytona 200 in a one-off ride on a Honda CBR600RR Formula Xtreme racebike. All the more impressive is that it was the first time in his career he's ever raced a 600.

Clearly, getting the most out of a 600 requires an emphasis on corner speed, so despite his relatively upright upper-body position Hodgson works his lower body to at least partially compensate. To keep the rear wheel on the ground under maximum braking, "I'm up against the tank in the corners, but then when I brake I always pull myself away from the tank, just obviously trying to keep the weight as far back as possible," he explains. "I move around on the seat a lot, really. A lot of riders, like Ben Spies, don't move around on the seat a lot; he moves his upper body around over it. I move my bum on the seat, but my upper body stays in the same position, so I try to keep a lower center of gravity by getting more of my backside off but keeping my upper body over the center."

 Riding Styles Right Lean View

There's no disputing the effectiveness of Hodgson's riding; however, you need only look to MotoGP to see that the most advanced tire, chassis and engine-management technology in our sport has the days of old-school riding styles numbered.













 Riding Styles Eric Bostrom
New school: Four-time AMA National Champion, Eric Bostrom, 5 feet 10 inches and 29 years old, is a veteran of the new-school ranks. His success began in dirt-track, and along with older brother and former AMA Superbike Champion Ben Bostrom, he successfully transitioned to roadracing. Eric's forward, head-low position keeps his upper body well off to the inside of the bike in an effort to keep it as upright as possible and maximize traction. When they're comfortable with their bike setup the Bostroms are all but unbeatable.

Bostrom
When Eric Bostrom splashed onto the AMA Pro Racing scene, first dominating the Harley-Davidson Twin Sports class in 1997 and then Formula Xtreme in 1998 on an Erion Honda (winning all but one event in each season), his radically hung-off style was a bit of a curiosity, as if he were more of a lanky 125cc GP refugee than the dirt-track kid he actually was. When filling in for an injured Miguel Duhamel on a few factory Honda RC45 guest appearances, however, he won two of his first three superbike races. After that everyone took him seriously as a force to be reckoned with.

As puzzling as the development of his style was to the rest of us, it made perfect sense to Bostrom. "Obviously I came from dirt-track," he explains, "and in dirt-track you always wanted to keep your bike on top of the tire, and you use a lot of body English in dirt-track to try to find the grip. If I have that one thing that's my forte, it's finding grip. So that's how I developed, always thinking like a dirt-tracker."

Bostrom keeps his head so low, nearly always behind or physically beneath the bike's windscreen, that Schwantz once described it as if he had a six-inch string connecting his helmet chin bar to the top triple clamp. Former Bostrom crew chief, the late Merlyn Plumlee, noted the challenge of needing to trim back the trailing edge of the windscreen and upper fairing to keep them from interfering with Bostrom's helmet.

 Riding Styles Body Position

No one with even a fundamental understanding of physics doubts the advantages of keeping the rider's weight as low and to the inside as possible, but Bostrom also sees a compromise to his style when it comes to tires overcoming available traction. "I've gotta believe that their riding style is better for saving crashes, you know," he admits, "because you have more leverage to pick the bike up when you lose the front end." The Achilles heel in Bostrom's riding does seem to be his lack of ability to adapt to and overcome setup challenges.

With regard to where he positions himself on the seat, Bostrom details, "I'm mostly pretty forward on the seat [while cornering] but definitely back on the brakes. I change my position constantly. It depends on the corner-if you're into a corner that's not that heavy on braking then you can enter it straight from the front, but sometimes your front tires are so good that, like turn five here [at Miller Motorsports Park in 2006], I'll be on the back of the seat at the apex, still trying to get the bike stopped and still trailing because the front tires will take it. So you're not really in the right position (for steering the bike), but you need that weight back there because the rear is trying to come around."

The Way Of The Future
In terms of pure physics, the advantages of the new-school style of riding cannot be denied. The lower and farther off to the inside the rider gets his body, the more upright the bike is around a given radius at a given speed. Pure and simple, more is better, so long as your body position doesn't compromise your ability to stay connected to the bike so you can feel what's happening at both contact patches and maintain light and precise inputs on the controls. Since the days of rigid frames and spoked wheels, riding styles are constantly changing. Bike and tire technology, like time, marches forward and waits for no man-not even Schwantz or Doohan.

Source --> http://www.sportrider.com/


Great tips and tricks... (",)

Part 133- Happy Fasting to All Muslims... (",)

Happy Fasting to All Muslims

I want to say "Slamat Menyambut Ramadhan" to all my friends...
Don't forget to do Terawih Prayer starting this night (hopefully)...




NOTE: Jgn korek hidung waktu berpuasa... (",)

Part 132 - Happy 51st Independence Day to Malaysia... (",)

Happy 51st Independence Day to Malaysia

Hope my country will be in peaceful always...
All people live in happy and harmony environment...

Click to enlarge...


i LOVE my country... (",)

Thursday, August 28, 2008

Part 131 - 2008 KTM RC8 1190 - Austrian Attack... (",)

2008 KTM RC8 1190 - Austrian Attack

KTM Finally Makes Its Entrance Into The Serious Sporting Scene With The Svelte RC8 1190

writer: Alan Cathcart
photographer: Herwig Peuker
 2008 KTM RC8 1190 Left Lean

KTM's arrival on the sportbike scene with the lean, mean RC8 1190 was worth waiting for. Ever since the Austrian company unveiled the prototype RC8 V-twin sportbike at the Tokyo Show in October 2003, we've been waiting for the finished product. The final production machine features the same distinctive styling from designer Gerald Kiska but with an all-new engine that raises capacity from the showbike's 990cc to 1148cc. The chance to ride the end result at the Ascari Race Resort near Ronda in southern Spain confirmed that this small but perfectly formed contender is indeed an exciting package unlike any other in the marketplace.

Just looking at the RC8 helps corroborate this. Kiska's design still remains fresh and individual, especially in white or black rather than the trademark KTM orange. But the RC8's unique qualities are also in function as well as form.

As soon as you sling a leg over the V-twin you notice the seat seems much lower and more spacious than expected, and the bike feels very narrow and compact overall, with your knees tucking in tight to the rear of the 4.4-gallon fuel tank. Set at a surprisingly low 31.7 inches for a modern sportbike, the KTM's saddle doesn't force all your weight onto your wrists (although the seat and footpegs are adjustable and can be raised by 20mm). "Our aim was to use the compact dimensions of our 75-degree V-twin motor, even in larger-capacity 1148cc form, to produce a bike with the engine performance of a Ducati 1098 but the chassis of a Honda CBR600RR," says RC8 Project Leader Wolfgang Felber. "But we wanted to be sure there was space for the rider to move about in the bike, to feel at ease in using his body to help maximize the handling. And it is important to be comfortable, since this brings confidence." KTM has you sitting in the RC8 rather than perched atop it, with the handlebars set forward of the 43mm, upside-down WP (the Dutch suspension specialist owned by KTM) fork's upper triple clamp.


 2008 KTM RC8 1190 Footpeg Brackets
Footpeg brackets (and seat) are adjustable in two positions 20mm apart, with additional adjustability in the bars as well.
 2008 KTM RC8 1190 Rear Suspension
Rear ride height is adjustable using this eccentric pivot on the rear suspension linkage. Rear WP shock has both high- and low-speed compression-damping adjustment.
 2008 KTM RC8 1190 Inverted Fork
The fully adjustable 43mm WP inverted fork holds a pair of monobloc Brembo calipers biting on twin 320mm discs for impressive stopping power.

 2008 KTM RC8 1190 Digital LCD Dash Layout

The cockpit features a highly idiosyncratic digital dash; you'd get info overload if I told you everything this covers in either race or road mode. But while the large digital speedo reading is easy to pick up, the bar-graph tachometer across the top is much less so, with small numbers making it even more difficult (good thing there are two-stage shift lights atop the dash). The lack of fuel gauge or gear indicator is an oversight that should be corrected pronto, especially on a bike as deceptive as this one with such a smooth, linear power delivery and flat torque curve.

Because that's what the KTM's engine is: deceptive. Light the fire via your right thumb, and the 103x69mm eight-valve V-twin settles into a fairly fast 1500-rpm idle speed, with a higher-pitched exhaust note than a 90-degree Ducati. The 1148cc engine uses a dry-sump lubrication system similar to the 990cc LC8 engine used in the Duke series, with the exception of the four-liter oil reservoir integrated into the crankcases. Forged Mahle three-ring pistons force a compression ratio of 12.5:1, breathing through 43.5mm intake/38mm exhaust valves (up from the 990's 38mm/33mm combination) actuated by finger followers instead of bucket tappets. The double-overhead camshafts in each cylinder head are chain-driven instead of using the composite chain/gear drive of the 990; full gear drive is "too loud and not really reliable enough," Felber states, adding, "In my opinion, you should only use gear drive when you have a very even-firing motor like a four-cylinder. In this application on a V-twin engine there was too much gear shock, so we didn't use it."

The engine's throttle response from the Keihin 52mm throttle bodies is immediate, dialing up revs even more quickly than a Ducati thanks to what Felber confirms is a light flywheel setup. Yet this free-revving motor is also torquey, pulling out of turns from as low as 4000 rpm with a linear build of power all the way to the 10,700-rpm soft rev-limiter (followed 300 rpm later by a hard cut-out). There are no steps in the power delivery and especially no dip at around 5000 rpm such as you encounter on a Ducati; perhaps this is why the KTM's power delivery doesn't seem quite as exciting as its Italian rival's. There isn't the same impression of a midrange hit on the Austrian bike, which is even more refined in its fueling off the bottom and certainly has a smoother path to your appointment with the rev-limiter. Without a side-by-side comparison it's obviously impossible to say which bike is faster, but Felber claims the RC8's 155 horsepower at 10,000 rpm, with 88.5 ft-lb of torque peaking at 8000 rpm, is comparable on the Mattighofen dyno to a Ducati 1098's claimed 160 horsepower and 90.4 ft-lb.

Regardless, the way the KTM engine delivers the goods is impressive, aided by the crisp gearbox and the light-effort wet clutch, which doesn't cramp your left forearm sitting in traffic or negotiating city streets like some other V-twins I could mention. And the twin counterbalancers do a good job of ironing out vibration from the 75-degree motor; there are a few tingles through the footrests once you rev it above 8500 rpm, but just as with the smaller 990cc family of KTM models, in normal use the RC8 is as smooth as a 90-degree V-twin.


 2008 KTM RC8 1190 Chassis
Stripped of its angular bodywork, it's easy to see how centralized the RC8's overall mass is. Note the crossover tube between the separate headers for each cylinder leading into the underengine exhaust chamber.
 2008 KTM RC8 1190 1148Cc V-Twin Engine
The 1148cc 75-degree V-twin engine in the RC8 is actually slightly lighter than the previous 990cc version at 137 pounds. Note the integrated oil reservoir for the dry-sump lubrication system at the front of the engine cases.
 2008 KTM RC8 1190 Chromoly Steel Tube
Employing a chromoly steel tube space frame, the KTM utilizes the engine as a stressed member, with the swingarm pivoting in both the rear of the engine cases and the pivot section built into the frame.

The location of the exhaust is another key element in the KTM's unique architecture, even more so than on a Buell. The twin catalysts carried inside the large oblong silencer are located immediately beneath the clutch to help centralize mass in the interests of quicker handling. Weight transfer on the RC8 is much less of an issue-power wheelies aren't so frequent, and you don't lift the back wheel and start street-sweeping the tarmac under the demonically late braking offered up by the radial Brembo four-pot monobloc calipers (although the 220mm rear brake with twin-piston caliper is pretty pathetic and works only at the very end of the pedal travel).

These Brembo brakes offer much better feel and response on the KTM than on a Ducati 1098, even on 10mm-smaller 320mm floating discs, which impact the steering less in terms of gyroscopic effect. The KTM shrugs off bumps around fast turns, and high-speed stability is excellent in spite of the lean, light architecture of the RC8 package. The low, slim design of the dry-sump motor has allowed Felber and his engineers to position it where they wanted to in the 56.3-inch wheelbase.

 2008 KTM RC8 1190 Right Lean

The result of that compact engine build is a 54/46 percent front-end weight bias that's a key component of the RC8's fluid, intuitive handling. A chromoly steel tube spaceframe is employed with the KTM, using the engine as a fully stressed member mounted at four separate points with the swingarm pivoting in both the engine cases and a dedicated portion of the frame. "This creates a stiff structure that still allows the bike to 'talk' to the rider," Felber says. The RC8 steers like a 600, and thanks to the grippy Pirelli Dragon Supercorsa Pro rubber you can carry what seems like an insane amount of corner speed, the WP fork eating up bumps while delivering excellent feedback from the front tire. In a sequence of bends that sees you flipping the bike from one side to the other in swift succession, the RC8 is almost as sweet-steering as the 690 Duke and feels as nimble as a Ducati 848 in changing direction, even though it's fitted with a wide 190/55 rear tire. And when you do trail-brake into a turn, the RC8 stays exactly where you choose with completely neutral steering response despite the sharp steering-head geometry of a 23.3-degree rake angle matched to just 90mm of trail. However, once you've got the rear tire nicely warmed up you'll want to dial in a few extra clicks of the WP steering damper to stop the bars from wobbling in your hands as you accelerate hard exiting turns.

But that's about as unsettled as the RC8 ever gets at either end. It's very consistent in its handling; you know what to expect every time you make a move. Another component in this reliable character is KTM's clever back-torque-limiter system, which does away with the slipper clutch Felber admits his R&D team considered fitting to the RC8 before rejecting it in favor of a system controlled by the Keihin ECU. By operating one butterfly on the rear cylinder's throttle body, the system is able to keep some engine braking available while still eliminating its negative effects on handling during hard braking. You really get the feeling this bike was designed by people who ride hard and know what they want a bike to do.

Unfortunately the only aspect of the RC8 where the development came up short-at least according to Felber-is in weight. "We wanted to make the bike as light as possible, but I'm extremely disappointed that I've failed by [19-20 pounds]," he admits. "My aim was to get it below [418 pounds] with [4.3 gallons] of fuel, but [437 pounds] is as light as we could make it. I'm pretty unhappy about that. I want to get below that [418-pound] wet barrier with a future version!"


 2008 KTM RC8 1190 Side View

KTM has also already addressed the issue of aftermarket bling with an array of RC8 PowerParts. These include a full Akrapovic titanium race exhaust, race stands, tire warmers, a tire pressure/temperature monitoring system, reverse gear linkage, carbon-fiber bodywork (or a fiberglass bodywork kit that is easier on your wallet), Dymag carbon wheels, forged aluminum or magnesium Marchesini wheels to replace the already pretty light standard cast-alloy numbers specially made for KTM by the Brembo-owned Italian manufacturer, and so on. But apart from the race exhaust and the ECU chip to go with it, there are no power-up performance parts for the RC8 motor-yet.

[The unfortunate part of this story for U.S. enthusiasts is that the RC8 won't make it into American showrooms as an '08 model. KTM will manufacture 2500 examples of this base-level version of the RC8 in 2008, but "by the time we would be able to get units to dealers in the U.S. it would already be June or July, and the '09 model would be just around the corner," states Tom Moen, KTM North America's media relations manager. "It just makes more sense to wait a bit and have the '09 models right off the production line. The '09 RC8 in American guise should be available around August, no later than September of this year." -Ed.]

Although it's only being discussed within the KTM management at this time, there's a good chance we can expect the debut of an upgraded version of the RC8 as well as a full 1200cc RC8R race-ready version with which KTM will launch a full-on attack on the FIM Superstock World Cup in a year or so. The RC8R will also provide the basis for KTM to go superbike racing in countries like the U.S. and Germany before joining in the World Superbike arena-most likely in 2010-with a full-race twin-injector engine that's already under development. There's also a naked bike in the works based on the Venom concept bike displayed back in 2004, though don't hold your breath for that to arrive in KTM showrooms anytime soon. But for sure there'll be an 1190 Adventure, because one reason KTM opted to retain the 75-degree engine architecture was to fit a 21-inch front wheel in a dual-purpose model application. And those are just the ones we know about.

The future's bright . . . orange. And the RC8 is where it all begins.

 2008 KTM RC8 1190 Left Side View

'08 KTM RC8 1190
MSRP: $NA

Engine
Type: Liquid-cooled, 75-deg., DOHC, 4-stroke V-twin
Displacement: 1148cc
Bore x stroke: 103 x 69mm
Compression ratio: 12.5:1
Induction: Keihin electronic fuel injection, 52mm throttle bodies, single injector/cyl.

Chassis
Front tire: 120/70ZR-17 Pirelli Dragon Supercorsa Pro
Rear tire: 190/55ZR-17 Pirelli Dragon Supercorsa Pro
Rake/trail: 23.3 deg./3.5 in. (90mm)
Wheelbase: 56.3 in. (1430mm)
Fuel capacity: 4.3 gal. (16.5L)
Claimed wet weight: 437 lb. (198kg)

Source http://www.sportrider.com/

Feel like making love with this bike... (",)

Part 130 - 2008 Suzuki GSX-R600 - The Right Tool... (",)

2008 Suzuki GSX-R600 - The Right Tool

Copious Minor Changes Add Up To A Significantly Improved Suzuki GSX-R600 For 2008

writer: Andrew Trevitt
photographer: Brian J. Nelson
 2008 Suzuki GSX-R600 On The Track

In 2004 Suzuki introduced that year's new GSX-R600 at the Circuito Internazionale Santamonica in Misano Adriatico, Italy. The track, used for World Championship Grand Prix racing until 1993 and traditionally on the World Superbike calendar, was highlighted by a unique series of four left-hand bends, each faster than the previous. While the first corner of the four, the Curva del Carro, was taken in second gear, each got progressively faster until the final bend-feeding onto a long back straight-was wide open in fifth gear on the little GSX-R. Easy. Fast. Fun.

Fast-forward to 2008, and Suzuki again introduces a new GSX-R600 in Misano. But in preparation for the MotoGP series returning in 2007, one of the improvements to the track was to reverse its direction from counterclockwise to clockwise. Those ever-faster lefts? Now they're a series of rights, each slower than the one before and calling for some pretty hairball maneuvering at high speeds to make time. Still fast. Still fun. Definitely not easy. No matter for the '08 GSX-R600, though-it carves through with the precision and finesse of a sculptor's freshly sharpened blade.

The focus of Suzuki's efforts in the 600's overhaul was to enhance circuit performance by improving the three basic elements: engine, braking and cornering. The engine's midrange was beefed up by the usual hot rod tricks of more compression and milder intake and exhaust dimensions, and the words "refined" and "user-friendly" were often heard when the braking and cornering aspects were discussed in the press briefing. All minor changes, as far as bi-yearly GSX-R updates go. In fact peak horsepower is said to be identical to the previous model, and the new bike is listed as a few pounds heavier. But those many small improvements still add up to a significantly better GSX-R600, as two days of lapping the Misano World Circuit certainly showed.


 2008 Suzuki GSX-R600 Dash Layout
The GSX-R600's dash is unchanged aside from background color and the addition of the S-DMS display. The ECU has been upgraded with more memory to accommodate the additional mapping.
 2008 Suzuki GSX-R600 S-DMS Switch
As with the GSX-R1000, the 600's S-DMS switch provides full power in A mode and progressively less in B and C modes. B mode takes the edge off the 600's crispness, while C mode feels less powerful than an SV650.

Slip into the Suzuki's seat and everything is quite familiar. The dash layout is identical but for the S-DMS display, and the controls are unchanged, as are the three-position rearsets. The new seat, blue to match the graphics, is a bit on the slippery side, but otherwise the GSX-R's ergos are-as always-comfortable and practical for racetrack scratching. A murky morning fog put a damper on the first session's festivities, but at a moderate pace it's easy to see the new bike retains many of the old GSX-R's good characteristics: Stability is excellent, steering is light and power is smooth throughout the rev range. One aspect noticeably absent is the intake and exhaust noise. Whereas the last iteration of the 600 had an almost too-loud exhaust and a distinctive intake howl, this version is quieter on both fronts.

The afternoon sessions provide better conditions, and the correspondingly quicker pace reveals more of the new GSX-R's character. It's the back section of the course, the series of ever-slower rights, that requires the most from the chassis:

 2008 Suzuki GSX-R600 Left Lean

The first corner is taken in fifth gear, the throttle rolled back only slightly while the chassis settles before being opened fully again. I'm too afraid to look at the speedo, but a video provided on the press CD shows the rider touching 250 kph-over 150 mph-through there. The apex of the second right is a good brake marker for the third turn, and this is the trickiest part, as you must brake and catch two downshifts while leaned over. The gravel trap looks awfully short and the billboards awfully close at those speeds. Thankfully the GSX-R's chassis is as brilliant as ever with fantastic stability on the binders, light steering and impressive grip from the new Bridgestones. The brakes are the biggest improvement in the chassis department, with the altered leverage ratio providing better feel and a more linear response; even with several hard-braking zones in each lap I can't detect any fade over the course of the 20-minute sessions. The lever definitely travels farther through its stroke with the master cylinder and caliper changes, but this is a worthy tradeoff for the stellar overall performance. It helps, too, that the modified slipper clutch transmits more engine braking to the rear wheel, and while this calls for more care on downshifting it's another overall improved aspect.

The OEM Bridgestone BT-016 tires, replacing the old bike's BT-014s, provide flypaper grip even in what could almost be considered a light drizzle. The new rear tire has two compounds-harder in the center for wear and softer on the edges for grip-while the front tire is a single, grippy compound (check out this issue's Late Braking for more information about the new Bridgestones). Oddly enough, the GSX-R's steering felt awkward at low speeds when the tires were new but was fine once the tires were scrubbed in. If anything the GSX-R steered almost too lightly with the provided settings, falling into turns at close to full lean. Certainly this could be changed with suspension adjustments, but we'll have to wait until we have our own test bike to experiment.

Our biggest complaint with the old bike, especially in the company of the midrange-potent CBR600RR and Daytona 675, was unspectacular power, and Suzuki engineers have nicely addressed this with an impressive boost of midrange steam. Decent power starts at approximately 8000 rpm, and the motor pulls hard and seamlessly until power peaks at about 15,000 rpm. As is typical of the GSX-R series, the engine has good overrev until the limiter cuts in just before 16,500 rpm-redline is unchanged at 16,000 rpm. The added midrange has the GSX-R exiting turns with more authority and, combined with the unchanged but well-spaced tranny ratios, makes gear selection less crucial than on the old bike. Unfortunately that increased power seems to be at the expense of throttle response. We've come to expect a silky-smooth off/on throttle transition from Suzuki's SDTV setup, and the 600 is noticeably more abrupt than previously in this respect, making it difficult to keep midcorner speed up.


 2008 Suzuki GSX-R600 Front End 2008 Suzuki GSX-R600 Right Lean 2008 Suzuki GSX-R600 Rear

It will be interesting to see how the GSX-R stacks up in our upcoming middleweight comparison test. Both it and the Yamaha R6 have benefited from more midrange power for 2008, exactly what they need to compete with Honda's potent CBR600RR. We've ridden all the contenders independently now and can only say that the Suzuki is definitely not lacking in any way. Calling an advantage is too difficult without riding all the bikes under the same conditions, however. We're deep in the planning stages of this year's middleweight smackdown now, and you can expect to see the results in our next issue.

Even with the minor drawback of a slightly abrupt throttle, the combination of the 600's solid chassis and newfound power made it a joy to ride at Misano-the GSX-R is the perfect tool for learning a new track in tricky conditions. We usually smirk at press-speak terms like "refined" and "user-friendly," but in this case those terms apply perfectly: The '08 GSX-R600 does exactly what you tell it to, no more, no less. And you can't ask for much better than that.

 2008 Suzuki GSX-R600 Side View

'08 Suzuki GSX-R600
MSRP: $9399

Engine
Type: Liquid-cooled, DOHC, transverse-four, 4 valves/cyl.
Displacement: 599cc
Bore x stroke: 67 x 42.5mm
Compression ratio: 12.8:1
Induction: SDTV, 40mm throttle bodies, 2 injectors/cyl.

Chassis
Front tire: 120/70ZR-17 Bridgestone BT-016F M
Rear tire: 180/55ZR-17 Bridgestone BT-016R M
Rake/trail: 23.5 deg./3.8 in. (97mm)
Wheelbase: 55.1 in. (1400mm)
Seat height: 31.9 in. (810mm)
Fuel capacity: 4.5 gal. (17L)
Claimed dry weight: 359 lb. (163kg)


GSX-R600 Tech


 2008 Suzuki GSX-R600 Tech


 2008 Suzuki GSX-R600 Exhaust Cam Tappets
The exhaust cam tappets are larger in diameter to allow more flexibility in cam profiles, and one of the cam chain guides has been changed to plastic to reduce weight. To increase bottom-end and midrange power, the intake cam's lift is decreased from 8.6mm to 8.2mm, exhaust header pipe diameter has been decreased from 38mm to 35mm and muffler volume has been increased. Ribs have been added to the clutch cover and oil pan for more strength and less noise. The transmission ratios are unchanged, but the slipper clutch has been modified with an additional plate and a revised shape to the drive cam's profile.
 2008 Suzuki GSX-R600 Domed Pistons
New domed pistons (above) and a reshaped combustion chamber combine to increase compression ratio from 12.5:1 to 12.8:1, and larger ventilation holes between cylinders (now 41mm versus 39mm) reduce pumping losses. New iridium spark plugs are capped by smaller, lighter coils.
 2008 Suzuki GSX-R600 Steering Damper
The GSX-R's steering damper is now an electronic unit similar to the 1000's, and it provides an increasingly stronger damping force at higher speeds. The shock and fork are identical to the previous model's, aside from refined settings.

 2008 Suzuki GSX-R600 Front Wheel
New, lighter wheels have angled spokes that are said to mitigate external shocks, and the Bridgestone BT-016 tires are variants specific to the GSX-R. The front discs are now 5.0mm thick (versus 5.5mm) and have more buttons than previously (12 versus eight). The calipers' trailing pistons shrink from 34mm in diameter to 32mm, and the radial-pump master cylinder's piston is also smaller (17.5mm as opposed to 19mm) to increase the effective force.
 2008 Suzuki GSX-R600 Subframe
The bolt-together subframe is now a full-length unit rather than having a separate rear section that can be removed for racing.
 2008 Suzuki GSX-R600 Throttle Bodies
The revised throttle bodies (far left) are the same diameter at the throttle plates as the old model's but taper to a smaller outlet diameter for a smooth match to the intake ports. The primary injectors now have eight holes instead of four and have been relocated closer to the intake port, providing a finer spray for better efficiency and reduced emissions.

Source http://www.sportrider.com/

This bike so cooooooooool... (",)

Tuesday, August 26, 2008

Part 129 - My Report on Blood Donation Ride 2008... (",)

Blood Donation Ride 24/08/2008




Donation Blood Program for the Independence Day 2008
Date: 24 Ogos 2008 (Ahad)
Time: 10.00AM - 01.00 PM
Venue: Pusat Darah Negara


Location Map


This blood donation event was attended by 45 people...
25 people donate blood (after minus 2 that run away, hehehe)...
We came there not only to donate blood to help the needy...
But the important things can strengthen the relationship among the bikers...


Some pics in the event...

Click to enlarge...



Hehehe...
That all...
Bye2...

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