1 2012 Yamaha Super Tenere Review Japan builds a BMW GS competitor

BMW’s GS juggernaut finally becomes impossible for the Japanese to ignore. Yamaha’s Super Ténéré, an adventure-tourer with a 1200cc twin-cylinder engine, is set to go head to head against the iconic R1200GS when it arrives in America next spring. Yamaha’s big A-T actually has its own off-road legacy. A single-cylinder Ténéré (no super) enduro first debuted back in 1983. The Ténéré went Super in 1989 when the twin-cylinder XTZ750 debuted in the European market, and it went on to win the grueling Paris/Dakar rally six times. Hence the name Ténéré (say ten-eh-ray), which is a region in the Sahara desert traversed in the P/D rally.
This new Super Ténéré was introduced in Europe earlier this year, and Yamaha recently announced it would be coming to America as a 2012 model. If the 750cc parallel-Twin XTZ was a Super Ténéré, this new model might well be called the Super Duper Ténéré, as it has a 450cc displacement advantage.

We were among the first to ride Yamaha’s new Super Ténéré on American soil. It’s a viable contender to BMW’s R1200GS, with standard traction control and antilock brakes.

The dual-purpose category, although just 6% of the total U.S. market, has shown steady growth since 2005, primarily in the 651cc-and-up segment that was primed by BMW’s R1200GS. The new Super-10 wants a slice of that lucrative market pie.

Roosting in the Arizona desert, the Super Ténéré will land in American dealers in May, 2011.

And after bashing Yamaha’s big trailie around the roads and deserts of Arizona for a couple of days, we found the Ténéré to be a good match for the dominating GS.

Key among the Super-10’s attributes is the features-per-dollar quotient. Its $13,900 base MSRP includes traction control, antilock brakes, dual-mode ride-by-wire mapping, tubeless spoked wheels and hand guards. In comparison, the rarely seen base version of the BMW retails for $14,950 but does without ABS or traction control or hand guards. BMW’s optional “Standard Package” includes ABS, hand guards and on-board computer but retails for $16,935. Spoked wheels are a $500 upgrade, and traction control is another $400.
"...we found the Ténéré to be a good match for the dominating GS."
Although no OEM will likely build a horizontally opposed Twin like the BMW’s Boxer motor, Yamaha has built a distinct but reasonable facsimile. Its Twin is rated at 108.5 crankshaft horsepower, nearly identical to the 110 ponies claimed for the GS.
But the cylinder arrangement of Ténéré’s inline-Twin stands apart. It uses a slightly smaller bore (98mm vs. 101mm) and longer stroke to yield 1199cc (the 1200GS displaces an actual 1170cc). It uses a 270-degree crankpin offset, which has cylinder 2 firing 270 degrees after cylinder 1, then cylinder 1 firing again 450 degrees later. This uneven firing order is said to improve a tire’s grip on slippery surfaces and also has the side benefit of creating an exhaust note very similar to that of a V-Twin.

The Ténéré is powered by a parallel-Twin engine with a 270-degree crankpin offset. A counterbalancer at the forward end quells vibration and drives the water pump (left).

A smallish radiator is mounted on the left side of the Ténéré. It wasn’t unusual to see the temperature gauge above 200 degrees and accompanied by a Buell-like whirring fan noise.

A nicely shaped cast-aluminum swingarm houses the Ténéré’s shaft final drive.

This uneven firing order creates a lot of vibration, so the Ténéré’s motor is equipped with twin counterbalancers to smooth things out. The balance shaft at the front of the cylinders doubles as the water pump drive. A dry-sump oil system helps the engine be mounted as low as possible so it can be placed optimally in the steel frame. A side-mount radiator allows the engine to be placed further forward, resulting in 50.5% of the bike’s weight to be on the front wheel.

Air is mixed with fuel inside 46mm throttle bodies with 12-hole injectors, firing inside twin-plug cylinder heads like the GS. A ride-by-wire throttle makes possible the traction-control system that has two settings and can also be disabled. It also allows switching maps from a softer Touring setting to a more aggressive Sport mode via a button on the right-side switchgear.

Ears are greeted with a pleasingly deep exhaust sound from a big muffler hidden along the bike’s left side. Its note is similar to a 90-degree V-Twin’s but with hints of the R1’s crossplane-Four and single-cylinder thumps.
"Ears are greeted with a pleasingly deep exhaust sound..."

A four-position clutch lever requires a moderately firm pull to actuate the burly clutch pack consisting of 9 friction plates. Shift action is pleasingly light and positive, and power is transferred to the rear wheel via a shaft to a hypoid gear-set on the rear wheel. The stronger hypoid design allows smaller gears than a spiral-bevel arrangement, which Yamaha says is 10% tidier. However, there is a price to be paid for the hypoid arrangement – gear whine, which is especially noticeable around 60 mph.
A cast-aluminum swingarm actuates a shock hydraulically adjustable for spring preload and rebound damping, just like the GS. Both adjustments require no tools. Like all shaft-driven motorcycles, the rear suspension kicks back over bumps while accelerating.

Rear-suspension travel is 7.5 inches, the same as in the 43mm inverted fork. Yamaha one-ups the BMW by having fork adjustments for compression and rebound damping plus preload. However, the Ténéré isn’t available with anything like BMW’s optional push-button Electronic Suspension Adjustment.

Whether on the street or in the dirt, the Ténéré’s suspension delivers action typical of its conventional design, as opposed to BMW’s interesting but oddball Telelever front end. On paved surfaces, the Yamaha’s long-travel suspenders nicely suck up bumps that would have R1 riders wincing. And it also performs competently on every dirt terrain we sampled, from blasting at 80-plus-mph on groomed dirt roads to hammering over rock-strewn canyon fireroads. 

The Super Ténéré’s suspension is almost fully adjustable, lacking only rear compression damping variance. It worked well both on-road and off.

Aiding the Super-10’s high-speed stability is a somewhat lazy rake angle of 28.0 degrees with 126mm of trail. Turn-in response is nice and neutral even if not especially quick – a GS (or Multistrada) requires considerably less effort to crank into a corner.
Tire sizes are the same as used on the R1200GS (110/80-19 in front; 150/70-17 out back), sourced from either Bridgestone or Metzeler in a tubeless design made possible by cross-spoke wheels using a raised rim center section so the spokes don’t reach into the wheel’s interior and release air.
Our test mules were fitted with ’Stone Battle Wing tires developed especially for the Ténéré, using what seem to be deeper tread grooves than off-the-shelf ’Wings to deliver surprisingly good traction in the dirt as long as it isn’t thick and loose like sand. Considering the street-biased nature of most adventure-touring riders, we consider the ‘Wings to be an excellent tire compromise.
Yamaha’s traction-control system provided seat-of-the-pants data for the efficacy of the tires. Toggled into the least intrusive TC mode via a button on the left side of the instrument pod, the Ténéré’s rear tire hooked up well enough in the dirt to keep the TC intervention (indicated by an amber light on the gauges) from cutting in too often.
The TC2 setting allows some sliding before ignition timing and fuel are throttled back to regain grip, and we were pleased to note the intervention was never harsh – the engine never fell flat on its face but instead modulated output rather subtly. The TC1 setting is more intrusive and would best be used only in the slickest of conditions.

At 540 pounds without fuel, the Super Ténéré isn’t a small bike. But that doesn’t mean it can’t be ridden like a supermoto!

Other rider aids lie in the braking system. In addition to standard antilock control, the Ténéré is equipped with Yamaha’s Unified Brake System that links the rear brake to the front lever, helping limit chassis pitching during hard braking that is typical of bikes with long-travel front suspension.

The 2012 Super Ténéré has got some dirt chops.

A pull of the brake lever actuates a pump under the seat to apply rear-brake pressure, and the system is smart enough to automatically apply more rear brake when the bike is loaded with the extra weight of a passenger (based on lever pressure) and when the deceleration rate is high. The back of your helmet and the front of your passenger’s will appreciate less bonking when braking, and the UBS operates seamlessly with a solo rider.

A pair of 4-piston monoblock calipers clamp on 310mm wave rotors up front, while a single-piston rear caliper bites on a 282mm wave-style disc. Feedback is quite good through the levers. A 32-bit ECU samples wheel-speed and other data every 1000th of a second, and these tight parameters result in an ABS system that doesn’t kick in easily and quickly reapplies the brakes for minimal freewheeling sensations.

However, we think it’s an enduro-bike faux pas to not have the ability to turn off the ABS system in off-road conditions, especially during hill descents in slippery conditions, when a locked back wheel offers greater deceleration than the on-and-off effect of ABS intervention.  

Although it’s a nice feature to have ABS as standard equipment, experienced dirt riders will wish Yamaha would have included a way to switch it off for off-road work.

BMW’s ABS system can be disabled, and so can the Multistrada’s, so we’ll have to give Yamaha a demerit point for not giving its riders that option. Yamaha’s ABS isn’t bad in the dirt and much better than earlier antilock systems, but hardcore dirt riders will wish for an off switch.

A little web searching reveals a simple way to disable the ABS, which we only discovered after we rode it. Just put the Tenere on its centerstand and run the bike in gear for a bit. This creates an error signal for the ABS system, so it shuts itself off. An ABS error code light illuminates on the instruments, and a rider is now free to lock up and slide the back tire with impunity! 
The Ténéré’s engine boasts a wide and torquey powerband, but considering the GS was obviously in Yamaha’s crosshairs, it was a little surprising to find the Super-10’s engine to be not superior to the Boxer. Seat-of-the pants impressions are of a motor not quite able to tractor away at low revs as the Beemer, and yet it also doesn’t have the top-end lunge expected of such a high-tech powerplant.

Motor Cycle News, a UK-based bike rag, strapped both bikes to a dyno, and it discovered remarkably similar powerbands up until 6000 rpm when the Boxer takes over with a stronger surge up top. The Ténéré peaked at 90.3 hp at rear wheel vs. 99.6 hp for the GS. The Beemer’s stronger engine is allied by its 30-some less pounds to handily beat the Ténéré in dragstrip, roll-on and top-speed performances.
Yamaha claims a curb weight of 575 lbs with its 6.1-gallon tank filled (mostly carried low and between rider’s legs), and MCN’s GS scaled in at 544 lbs with its smaller 5.3-gallon tank topped off.

Despite the deficit in engine performance, the Ténéré is nonetheless an appealing adventure-tourer. It has a satisfying midrange surge and is capable of exceeding 130 mph. Throttle response is quite smooth, even in the Sport setting, and engine vibration is a non-issue. An overdriven sixth gear helps supply a relaxed highway cruise.

The Super Ténéré offers reliable on-road composure despite its tall stature.

The Ténéré’s riding position is very roomy, with tall riders enjoying an extra inch of legroom with its adjustable gripper-type seat set to its highest (34.3 inches) position. An optional low saddle ($239.95) reduces seat height by 1.4 inches to a more easily manageable 31.9 inches in its lowest position but offers significantly reduced padding and, hence, comfort. Its tapered handlebar isn’t too wide and suited riders of all sizes, making it comfortable when sitting and when standing during off-road work. Clever footpegs feature a rubber center section that compresses when standing to set boot soles on the pegs’ clawed outer edges for secure grip.

The Super Ténéré’s two-position seat can be adjusted from 33.3 inches to an inch taller.

Protection from the elements is quite good. The standard windscreen deflects enough air to allow for faceshield-up riding with minimal buffeting, and the hand guards and pods around the side of the engine provide augmented wind protection for legs. The windshield adjusts to two heights, but unlike the GS’s hand-turnable knobs, the Ténéré requires removing four screws. Enhanced wind protection is available from an accessory windscreen 2.4 inches taller and adjustable over 3 positions, retailing for $119.95. Side wind deflectors made from 4mm polycarbonate are also optional ($79.95).

A rear luggage rack is standard equipment, and it can be expanded by removing the pillion seat to reveal a flat surface to strap down large items. The rear carrier also serves as a mount for an accessory cargo box ($369.95) big enough (30 liters) to hold a full-face helmet.

Greater stowage capacity is offered by optional saddlebags with 61 liters of combined capacity, and all bags can be keyed to the ignition key. They are built around rugged injection-molded nylon frames with aluminum skins and retail for $1089.85 including a mounting kit. We mostly liked them, but the lid latches are finicky and need to be firmly pressed shut to close properly. I wasn’t the only one at the launch who rode away mistakenly thinking the bags were latched.

Should your adventures take you far, you’ll probably want to fit your Ténéré with the optional aluminum-skinned luggage.

The instruments include good stuff like an analog tach (with 8000-rpm redline) next to an LCD info screen that includes speed, drive modes, clock, dual tripmeters, average and instant fuel consumption and air temperature. A fuel tripmeter counts up the miles since switching to the 1.0-gallon reserve, but the instruments lack a range-to-empty feature and a gear-position indicator. A single DC power plug resides beside the gauges.

Some other optional equipment might be considered necessities for those who are serious off-roaders. Key among them is a bash plate to protect the header pipes and oil filter that are otherwise vulnerable to damage – since the engine is mounted as a stressed member, there are no lower frame rails to offer protection, and only a small plastic guard is fitted as stock. The Yamaha accessory skid plate ($199.95) is constructed of 3mm thick aluminum which appears to be quite sturdy, suffering without damage several big rock hits during our ride.

Visible in this shot are the optional aluminum bash plate and steel crash guards surrounding the engine. A centerstand is included as standard equipment.

Your globe-trotting adventures should also be accompanied by the optional crash bars that will protect the side-mounted radiator and other stuff you don’t want broken in a spill. Consider the powder-coated steel cage ($449.95) to be proactive roadside insurance.

Heated grips are another nice option that matches up to BMW’s GS, and they retail for $399.95. Also like BMW, Yamaha has combined several accessories into three optional packages, all of which include a GoPro Hero onboard camera.

The X-Country Terrain package includes the crash bars, skid plate and a polycarbonate headlight protector for $749.95. The Comfort & Convenience bundle includes the top case and liner, heated grips, tall windscreen and wind deflector kit for $1,019.75. At the upper end of the price scale is the Adventure Touring Kit for $1,519.60 that includes saddlebags and bag liners, a tank bag, tall windshield and wind deflector kit.

The Super Ténéré can provide inspiration to take your riding adventures to the next level.

Conclusion
Yamaha’s Super Ténéré brings a worthy foe to the adventure-touring class by virtue of its versatile set of capabilities. It’s one of the rare motorcycles that can easily knock out 500-plus miles of highway travel in a day and also allow exploration of uncharted and unpaved trails off the beaten path. But so does BMW’s R1200GS and GS Adventure, a thoroughly developed all-terrain vehicle that has become a class icon. That the Ténéré mostly matches the formidable GS is no small feat, and that it accomplishes this at a price thousands of dollars less than its German rival makes it a real player in this market.

Whether on asphalt or dirt, the Super Ténéré can get you to nearly any destination.

If you want a Ténéré of your own, you’ll need to put down a $500 deposit to reserve your bike through Yamaha’s Pre-Delivery Deposit Program, the same as used for the FJR1300 and V-Max. Pre-orders close on March 31, 2011. Deliveries begin in May.

0 2011 Yamaha FZ-16 Review An impressive new sporty commuter bike

The Yamaha FZ-16 is bringing the company back from the dead in India. After several years hibernating, the Japanese giant has again made a motorcycle that captures the heart of the Indian enthusiast, and it’s become the country’s best all-round 150cc bike. This baby FZ has caused a flurry of activity at Yamaha showrooms, buyers queuing up across India to take one home.

Could a sporty small-displacement bike like the FZ-16 find a home on America’s urban streets?

Rugged and naked, the FZ-16 looks striking, borrowing its handsome lines from liter-class brother, the FZ1. Token fairing pieces clad the bike, with a massive, exquisitely sculpted tank dominating its macho profile. The compact single-cylinder engine sits exposed, and the FZ uses black, slim-spoke alloy rims while its engine, frame and silencer use the same color to good effect.

There’s a pseudo radiator cowl, complete with vents scooping air to the hot engine and spark plug region. A conical, halogen-bulb headlight throws a dazzling, well-spread beam. Orange backlit digital instruments look funky, going well with the bike’s youthful persona, and are easy to decipher.

A flat and wide handlebar is bolted to the FZ-16’s attractive triple clamp, home to all-inclusive switches, dogleg levers, conventional mirrors and nice palm grips.

The FZ-16’s tank knee recesses properly accommodate even a tall rider’s thighs. Alloy footrests, drilled foot protectors and a split grab bar are present. This Yamaha’s muscular demeanor is aided by its wide rear tire beneath a neat hugger.

The FZ-16 uses a 153cc, four-stroke Yamaha heart that pushes two-valves and feeds of a Mikuni CV type carburetor. Large cooling-fins are visible on the air-cooled engine, prominently visible on its sump section.

The latest Yamaha sports a stubby silencer that concentrates its mass close to the motorcycle’s center of gravity. This is achieved by coiling its bent-pipe like a snake in a box just underneath the engine. The FZ-16’s exhaust beat is muted.

Power output is a claimed 14 hp at 7500 rpm, while max torque of 10.3 ft-lb is made at 6000 rpm. Ignition is three-dimensional, considering throttle position – via a Throttle Position Sensor (TPS) – before deciding on the correct spark timing. A single-axis balancer kills engine vibes, while the rocker arms feature friction-slaying bearings.

The FZ-16 comes with a precise-shifting 5-speed gearbox, and it’s a joy to shift through. The tranny has perfectly spaced ratios and is supported by a light, city-friendly clutch.

The engine delivers decent low- and mid-range power, but it tapers away abruptly at high rpm. The FZ-16 isn’t the fastest bike in its class, but it’s easy, city-friendly power delivery is a highlight. There’s seldom the need to overwork the gearbox, and the bike can chug away in fifth from speeds as low as 15 mph. The engine occasionally suffers an irritating tendency to misfire and skip a beat at low rpm.
 
The FZ-16 managed a 0-to-36 mph run in 5.59 seconds, on its way to its true top speed of 68 mph. And it takes 4.87 secs to run from 36 to 50 mph in top gear. The FZ-16 engine is refined and smooth, always running with a vibe-free demeanor.

The riding position is perfect, neither too upright, nor putting excessive weight on your wrists. Its wide handlebar provides good leverage, allowing for quick direction changes with minimal steering effort. Flicking this Yamaha from side to side is effortless.

The FZ’s low riding saddle feels a tad soft but makes up with good width.

A steel, single downtube frame deploys the FZ’s engine as a stressed member. Fat 41mm diameter front forks are supported at the rear by Yamaha’s ‘monocross’ suspension, mating with a box-section, steel swingarm. Carving through city traffic is stress-free, with fine ride quality that is adjustable in seven-steps at the rear.

Among the best parts to this FZ are its ample, 17-inch tubeless radial tires providing good traction and a stable feel. The 100/80-17 front works with a wide (for its class) 140/60-17 out back to provide rock-steady handling in a straight line, as well as light, precise turn in. The FZ stitches up tight or high-speed corners with a reassuring feel.

Confident, powerful braking is thanks to a single rotor, 267mm front disc-brake and rear 130mm drum, both offering progressive feel and plenty of bite. We managed to bring the FZ-16 from 36 mph to rest in 48.9 feet.

Real-world testing confirms the FZ-16 is good enough for 97.4 mpg in crowded Indian city conditions, with 110 mpg possible on highways.

The FZ-16 is an impressive, built-in-India motorcycle from Yamaha. It easily blows away its competition on those shores, thanks to stylish looks, excellent fit and finish, as well as rock-solid build quality.

The FZ-16 additionally enjoys a punchy engine, near-perfect gearbox and allows riders to harness all that potential thanks to impeccable handling manners and brakes. The frame, suspension, tires and brakes package integrate so well, that a rider often feels this chassis is ready for with a few more horses.

The Yamaha FZ-16 slams the nail on the head as a leader among sub-200cc sporty commuters.

However, it seems doubtful the FZ-16 will be imported to the U.S. Yamaha’s American reps tell us there are no current plans to sell them on our shores.

Yamaha FZ-16 Specs

Price (Ex-showroom, India)

65,000 Rupees (approx. US$1,453)

L/W/H (mm)

1975/770/1045

Wheelbase

1335mm (52.5 in)

Curb Weight

137kg (302 lbs)

Engine

Single-cylinder, air-cooled, four-stroke

Displacement

153cc

Power

14bhp at 7500rpm

Torque

1.42kgm at 6000rpm

Gearbox

5-speed, 1-down, 4-up

0-60kph (37 mph)

5.59 seconds

0-100kph (62 mph)

22.09 seconds

Maximum speed

109kph (68 mph)

Fuel economy as tested

44.1 kpl (104 mpg)

Front suspension

Telescopic fork

Rear suspension

Monocross, rectangle section swingarm

Front brake

267mm disc

Rear brake

130mm drum

Tire sizes (front-rear)

100/80 x 17-140/60 x 17 inches

0 2011 Yamaha FZ8 Review - First Ride An 800-class offshoot from the R1 family tree

Yamaha’s potent yet manageable FZ8 is enough to make its paternal grandfather, the R1, blush with pride.

As the latest beneficiary from Yamaha’s repli-racer genetic stock, the 779cc inline-Four is endowed with some of Yamaha’s most inspired sporting technology which should serve it well in its life as an everyday sporting Standard.

The FZ8’s DNA has roots in Yamaha’s premier sportbike, the YZF-R1. The current FZ1’s engine was derived from the pre-crossplane R1. The new offspring inherits the FZ1’s R1-inspired alloy perimeter frame, its chassis geometry, some engine components, as well as many design elements from its compact and efficient engine.

The FZ8 shares much in common with the FZ1.

Since we’ve already covered most of the FZ8’s tech details in our preview article, we’ll focus on why Yamaha thinks this bike is a good idea now, and what it’s like to ride.

Why it’s Here

It already looks right at home.

Yamaha says after extensive market research, it decided to import the previously Euro-only FZ8 to the U.S. and Canada for 2011 to span the chasm between 600cc and 1000cc street-oriented sportbikes – while for now bringing its half-faired Fazer 8 sibling only to the Canadians and Euros.

Since 2005, “sportbikes,” including hypersports, sporty bikes, and sport-tourers, have comprised about 20% of all U.S. motorcycle sales, Yamaha says, second only to cruisers, which account for more than 40%.

In mining demographic data in these recessionary times, Yamaha sees a glint of gold in a trend toward buyers who want one do-it-all sportbike. Some of these buyers will be replacing existing bikes, or trading up from smaller bikes, while at the same time there’s a 9% decline in those seeking an additional bike to add to a stable.

Among 53 buyer preferences Yamaha researched, high on the list were rider positioning, attainable price, large-enough displacement, color and graphics, physical size, ease of touching feet to the ground, light and maneuverable handling, fuel economy, and more.

In short, the mission was to create a versatile and economical bike that comes closer than ever to letting riders with sporting inclinations have their cake and eat it too.

After sampling an FZ8 for nearly 130 miles, in conditions varying from highways to canyons to around town, we would say that this new machine could certainly fit the bill.

How it Works

Depending on whether you’re feeling like a glass-half-full or half-empty kind of person, you could either say the FZ8 feels like a 600 – but with power like a strong 750 – or you could say it’s like a detuned, lighter FZ1.

But while the FZ8’s 12.0:1 compression, fuel-injected engine shares the FZ1’s crankcase, 53.6mm stroke and basic architecture, it is not accurate to call it a sleeved-down version of the 11.5:1 compression FZ1 mill.

To begin with, the FZ8’s four-valve-per cylinder head is all new, as are its shorter lift and duration camshafts, and new intake funnels – 125mm-long for cylinders 1 and 4, and 150mm-long for cylinders 2 and 3 – that help broaden its powerband.

Coupled with its 35mm throttle body – 10mm narrower than the FZ1’s – these features enhance torque while still allowing for a respectable top-end rush.

Yamaha doesn’t make power claims, but the FZ8’s 11,500-max-rpm mill reportedly peaks at around 105 hp, and 61 ft-lb torque when measured at the crankshaft.

Speaking of which, the crankshaft is modeled on the FZ1’s but weighs 30% less, which Yamaha says helps it still rev quickly, while positively influencing handling.

How? Although the FZ8’s 467-lb curb weight is only 20 lbs lighter than its big brother, Yamaha says decreased crankshaft inertial mass can be discerned in the way the bike transitions from side to side. Coupled with a 10mm-narrower rear tire, Yamaha says the FZ8 feels 50 lbs lighter. We didn’t have an FZ1 to compare it to, but it’s at least sure the FZ8 exhibits a nimbleness that belies its mass.

Straddling one is also meant to be as unintimidating as possible. Coupled with an identical 32.1-inch seat height, Yamaha says it narrowed the rear of the 4.5 gallon fuel tank and the front of the rider’s saddle just to help shorter riders reach the ground.

Comfortable, confidence-inspiring, and sufficiently powerful.

The FZ8’s riding position is slightly more aggressive than the FZ1’s, yet still relatively neutral and functional. Handlebars are 5mm forward, while the footpegs are 15mm more rear set and 10mm lower.

And while Yamaha took pains to meet those of lesser stature, surprisingly enough, a 6-foot, 5-inch motojourno who was along for our ride reported he had no discomfort either.

Also displaying no unwanted issues is its operability. Start-up is instant, whereupon it settles into a steady idle around 1100 rpm indicated on the analog tachometer, which resides next to the digital display for speed, fuel, temperature, and trip data. (At night, backlighting is red.)

Twisting the throttle yields immediate response; the engine revs smoothly and its power characteristics would make it reluctant to stall even under a newbie's wrist. Ample torque fed through a clutch – with one less fiber and metal plate than the FZ1 – coupled with a light clutch-lever engagement make it a snap to get rolling.

The FZ8’s 17-inch Bridgestone Battlax BT021 sport-touring tires – 120/70 in front, and 180/55 out back – were developed specifically for it, and contribute to predictable characteristics.

They span between a 57.5-inch wheelbase sporting a 51/49, front/rear weight bias. The package is held up by a non-adjustable 43mm KYB fork, and preload-adjustable shock, each offering 130mm of travel.

Whether trolling down the highway, or bending through canyon S-curves in mile after undulating mile, the setup works.

Thanks to Aerostich for its GORE-TEX® Roadcrafter one-piece suit – the perfect outfit for a cool and slightly rainy day.

Riders on our trip ranged from about 150 lbs to over 250. And while no one griped inordinately about the suspension, it is noteworthy that the FZ1’s suspension comes with full adjustability. We think this would have been nice on the FZ8 too – but for $2000 less, this is one of its engineered compromises. Riders wanting to fine-tune the FZ8 can still do it the old fashioned way, by changing fork springs or oil.

It’s easy to get used to this bike.

And really, as-delivered it’s not much of a problem. While the springs aren’t especially firm, handling only became somewhat less confidence inspiring under my 185 lbs plus gear when pitched over, charging hard traversing rough or patch-repaired pavement.

This ability to take what comes is mostly due to the FZ1 chassis. The over-built alloy perimeter frame, and huge, shapely alloy swingarm hold everything in line as the horizon tilts to peg-scraping angles, inspiring riders to keep dipping deeper and faster.

The chassis is welcome considering the FZ8 engine is a mean little runner and makes for an effective tool that you don’t have to spool up like an Indy car to make haste, the way you do with a 600cc supersport.

The extra torque over a 600-class bike is welcome.

While I admit a bit of unease about riding hard on OE sport-touring tires in cool weather – and if it were mine, I’d slap on some sticky sport tires just for the extra performance margin – the Bridgestones never slipped during spirited riding, even after running over medium-quality asphalt curves that had just been sprinkled by light rain.

And no matter what the corner or speed, gearing for the 6-speed transmission is well-matched to engine output. The FZ8’s gearbox differs only from the FZ1’s by a lower final-drive ratio and lower first gear – which nevertheless hits an indicated 74 mph when bouncing off the rev limiter.

Sprints to 100 mph and beyond are no big deal, though we did not try to see how high we could climb. Likewise, reversing thrust with the 310mm discs grasped by monoblock four-pot calipers up front, and 267mm rear disc is easy and predictable, regardless of the bike’s velocity.

The 4-into-2-into-1, catalyst-equipped, stainless-steel exhaust, with shorty muffler tastefully blacked out, emits a suitably powerful but muted note. This is especially true in the upper range, where – milder cams or not – the familiar snarl of a tight inline-Four coming on the pipe matches the resultant switch to warp drive.

Lacking the FZ1’s taller half fairing, the FZ8’s protection from the elements is limited, but wind-blocking gear negated the need for more coverage, at least this time. Yamaha does offer a $129.95 smoked polycarbonate fly screen (not tested), which could help if desired.

Of course it might sound cooler with an aftermarket exhaust, and make a few extra ponies. The stock system gives the stealth factor, however. You can scream it when you need to, without drawing unwanted attention. Note curvaceous, control-filled die-cast aluminum swingarm. The process lets Yamaha precisely tune its characteristics.

Conclusion

If the race toward repli-racer superiority has done anything for the rest of motorcycling, it’s been to create a rich repository of technology ready to be re-tasked in bikes like Yamaha’s latest rendition of the Universal Japanese Motorcycle.

And as of yet, the $8490 FZ8 is essentially in a class by itself. It offers 80% the low and midrange torque that a literbike does – instead of something like 55-60% typical to a peaky 600 supersport. At the same time, it is about as agile as a 600, but its several-thousand-rpm lower operating range will be easier going on all those close-tolerance internal parts.

Of course, with limited suspension adjustability, and being somewhat heavier than uber-competitive 600 supersports, it is not really a direct opponent, but merely a competitive alternative for riders looking for a broadly talented performer.

In terms of displacement, the FZ8 best lines up with the 798cc parallel-Twin BMW F800R we recently tested. While we did not compare them back to back, the FZ8 feels more potent than the $9950 BMW. In terms of power, Triumph’s 675cc Street Triple is likely a close match, as is its $8899 MSRP

Yamaha had a fleet waiting for us at the lobby of a hotel in Venice, Calif.

Under a steady hand, it should get 40 mpg or better – Yamaha says it’s seen 201 miles from a full tank – and should be slightly less to insure than the $10,490 FZ1. Its price is just $1000 more than the FZ6R while being a generation ahead in performance and technology – especially its frame and swingarm.

While there are bikes that arguably compete, in a real sense, the FZ8 stands alone.

Other optional accessories for the FZ8 include a frame-mounted center stand ($189.95), protective frame sliders ($129.95), steel engine guards ($199.95), a passenger seat cowl cover ($229.95), bolt-on passenger grab bars ($119.95), a lower cowl ($219.95), radiator cover ($99.95), tank bag ($89.95), and more.

Unfortunately, that most useful of options – ABS – as offered in Europe, is not available in the U.S.

Offered in Raven (black) for this year only, Yamaha says it is shipping the FZ8 now, and has met with enthusiastic response from U.S. dealers who have pre-ordered an undisclosed quantity that nevertheless has Yamaha reps satisfied. They tell us the supposition is that this is a bike that should sell.

After sampling the versatile mid-heavyweight, we can definitely see why this could be so.

Interested in finding out more about the FZ8? Join our free Yamaha FZ8 Forum.

0 2012 Motus MST Preview New American sport-tourer powered by half a V-8

Their story has the American dream written all over it. Late one night in 2007, Brian Case and Lee Conn, motorcycle buddies turned business partners, were chatting over drinks when the conversation turned to their ideal motorcycle. “We did the napkin sketch method and asked ourselves—’what would be the coolest motorcycle?’” Conn says.

What ended up on that napkin had all the makings for a sport-touring motorcycle—something the duo wasn’t expecting. In fact, they didn’t know what to expect. Both are diehard motorcycle enthusiasts who have owned everything from sportbikes to cruisers, import and domestic, but realized their ideal motorcycle didn’t exist yet. Motorcycle.com had a chance to speak with Conn and get an in-depth look at the men, the motivation and ultimately, the machine that is the Motus MST.

“We didn’t want to twist ourselves up like a pretzel anymore,” Conn said when describing the sketch on the napkin, “but we still wanted to be able to ride all day.” He explained that their ideal bike would be one that could do everything from shred miles to carve canyons, two-up or solo. When they realized that their ideal motorcycle was a sport-tourer, it dawned on them that nothing was available to them that’s made right here in the good ‘ol US of A.

We’re sure this isn’t the original napkin sketch Conn and Case drew up during their first meeting, but here is the concept for their ideal motorcycle.

And that’s when the idea struck them. Armed with nothing more than their entrepreneurial spirit, a background in aircraft manufacturing (Conn) and product development (Case, who co-designed the Confederate Wraith), the duo set out to design “the ultimate, modern American street bike,” and thus Motus was born.

Pure Americana

While the KMV4 engine in the MST is an original design, it’s heavily derived from the LS7 V8 engine. The same one used in the Chevrolet Corvette, minus half the cylinders.

Naturally when designing a new motorcycle, the first question centers around the powerplant. “When it came to the engine we went to one place: Motor City.” While they met with multiple potential partners, Conn and Case knew they struck gold with Katech Inc., the same outfit that prepares the engines for General Motors’ racing program. Conn and Case had some specific parameters they wanted met in regards to the engine. Chief among them was sacrificing outright horsepower in the name of a broad spread of torque.

When it comes to torque, V-engine configurations are renowned for just that. But the two upstarts weren’t satisfied with any of the current offerings from other manufacturers, and here again their desire to be uniquely American came to the forefront. They decided to build their own engine, and this is where Katech’s expertise came in handy. The solution is a 1645cc (100ci), liquid-cooled, V4 (internally dubbed the KMV4) that’s basically a LS7 V8 (the same engine in the Corvette) cut in half. Rest assured, the engine design is all original and is only a derivative of the Chevy mill.

Some elements of the classic American V8 remain, however. Its overhead valves are met with pushrods, which are metered through a chain-driven camshaft. Hydraulic lifters keep maintenance simple. Bore and stroke measure 86.5mm x 70.0mm and compression ratio is set at 11.5:1. Why the low-tech engine in a world of dual overhead cams? “Modern engines are so complex now that riders can’t understand them,” Conn says, “Our engine allows the shadetree mechanic to feel confident they can fix anything that isn’t right.”

Deconstructed, you can see much of the same architecture the makes up a small-block V8 has been incorporated in the KMV4.

That doesn’t mean that the KMV4 is completely low-tech. The implementation of gasoline direct injection brings the mill into the 21st century, a first for a (potentially) production motorcycle. As the name implies, GDI digitally injects highly atomized fuel directly into the cylinders (much like diesel engines) as opposed to injectors spraying fuel into the intake ports, as seen on virtually every other fuel-injected motorcycle. That engine is mated to Motus’ own proprietary six-speed transmission, with chain drive, geared to ensure the KMV4 spins as slowly as possible at cruising speeds for optimum fuel mileage. Power claims hover around the 160 horsepower mark at the crank, with torque expected around 120 ft.-lbs.

The Motown connection doesn’t end there. When it came to chassis development, the dynamic duo of Conn and Case formed a partnership with another well-respected name in motorsports: Pratt & Miller. Known for their numerous auto racing accomplishments including championships in the Rolex Grand-Am series, NASCAR and six Le Mans 24-hour victories, Motus were naturally drawn to their chassis expertise, despite their lack of two-wheeled credentials.

With a specific set of parameters in mind, the team took its time utilizing finite element analysis and rapid prototyping processes to determine a tubular chromoly trellis frame would be the best option to achieve the rigidity desired, yet maintain a certain amount of flex to give the rider a feel for the road. “We spent eight months developing the chassis before ever cutting a piece of metal,” Case said. The KMV4 engine is mounted longitudinally in the frame and acts as a stressed member, giving it a Moto-Guzzi-esque appearance.

Pratt & Miller were tasked with chassis development, drawing on years of experience – and championships – on the auto-racing stage. Note the longitudinally-mounted engine tilted slightly forward for optimum weight distribution and handling.

Seeing as how both Guzzis and now the Motus feature longitudinally-mounted Vees, we felt the need to reference the MST against the Moto-Guzzi Norge, two uniquely similar machines. For starters, both have almost identical wheelbases, with the Norge one inch longer at 59.0 inches. Seat height is the same at 31.0 inches, though the MST has slightly more rake angle at 26.0 degrees compared to 25.3 on the Norge. That should give the Italian machine a slight edge in agility, though the half-inch less trail for the MST (4.25 inches vs. 4.72 inches for the Norge) will ultimately give it a slightly different handling characteristic.

This side profile shot naturally draws comparisons to another motorcycle with a longitudinally mounted V-engine: the Moto-Guzzi Norge.

Speaking of handling, the MST will come equipped with 43mm inverted forks that are fully adjustable. Fork supplier for the standard MST is yet to be determined, but the higher-spec MST-R model is expected to wear Ohlins suspension front and rear. The standard rear shock supplier is also yet to be finalized, but expect full adjustability.
Stopping power comes from dual 320mm floating rotors up front, clamped by four-piston, radially mounted calipers. As of press time, Hayes will provide the calipers for the standard model; expect Brembo units for the R model. A standard two-pot caliper handles rear braking duties. This is all transferred to the ground via Michelin Pilot Road 3 tires on 17x3.5-inch front, 17x6.0-inch rear wheels. All told, the MST is predicted to weight 500 pounds, dry—about on-par with similar sport-touring rigs.

The Future Ahead

Two-up riding is an essential part of sport-touring, and the MST accommodates passengers nicely.

The MST looks like it has the ingredients to challenge for top sport-touring honors against some of the most respected names in the industry. From the onset, Conn and Case centered the design and execution of the MST around three premises: performance, comfort, and range. They wanted a motorcycle with sportbike-like performance that wouldn’t require chiropractic assistance afterwards, and fuel economy that limits the number of gas stops. With the KMV4 engine, more upright ergos, and a six-gallon tank, they believe they’ve accomplished just that.

So who does the MST appeal to? “We think it will draw two types of riders,” Conn said, after admitting to being both types. There’s the sportbike rider who is getting older and can’t bend like a gymnast anymore, but still wants performance and range, and then there’s the cruiser rider who can relate to the V4 engine because “it looks like the one in my truck.”

After speaking with Conn at length, it’s clear he and Case have poured their heart and soul into this project, but the glaring question remains: Why now? Especially in these economic times?

“We don’t think there’s a better time,” Conn explained, with a clear sense of patriotism in his voice. “If [the American] people don’t get off their ass there won’t be any manufacturing left in this country.”

This MST-R (note the Ohlins fork and Brembo caliper) prototype is being ridden sans bodywork to make it easier to diagnose any potential concerns, either mechanically or electronically. We happen to like the way this looks. Motus MST Streetfighter, anyone?

We are witnessing the opening chapters in the Motus story. There are still long roads ahead, especially since a true production version is yet to be made. Numerous testing miles need to be logged to make sure all the components meet certain standards. At the conclusion of the weekend’s racing and festivities in Daytona, Conn and Case are personally going to ride the two existing prototypes across the country, meeting with potential dealers, media and the public, to put the bikes to the test. They’ll be followed the entire way by a team of engineers from Pratt & Miller to chart the progress and remedy any possible mishaps.

 

Conn and Case will be followed on their 

cross-country journey by engineers from Pratt & Miller.

“The plan is to ride them until they break, fix it, and ride it ‘till they break again. By that point, they’ll stop breaking.”

Tentatively speaking, the MST and MST-R are slated for production in late 2011 as 2012 models, but certain things like securing suppliers and, more importantly, passing quality control tests, can push back that date.

“We only have one chance to get this right. We’re not going to cut corners and screw it up. If that means delaying production, so be it.”

Pricing is yet to be determined, but as it’s a niche bike built in small volumes, expect a price tag that reflects that. Then again, volume will depend on the number of dealers interested, and that in turn could help lower costs.

One thing’s for sure: Lee Conn and Brian Case are determined to turn Motus into another example of the American dream.

Brian Case (left) and Lee Conn (center) with 1993 World Superbike Champion, Scott “Mr. Daytona” Russell. The Motus MST stands in the foreground.

Related Reading
Motus builds direct injection V4 engine

0 The Best Literbike for the Street Is a 2011 Ninja 1000 a better streetbike than a comfort-modified ZX-10R?

To compete in the literbike supersport category, manufacturers must ensure their sportbikes excel on the racetrack, and all the current top-line offerings perform wonderfully on a closed course. But this intense focus on track performance impinges on a bike’s ability to be comfortably versatile in the myriad duties called upon from a streetbike – from commuting to sport touring.

To some, usually more “experienced” riders, an XYZ1000 is too big a handful when riding on public roads, and they’re willing to sacrifice a little sport for some extra comfort and versatility. We’ve seen several softer-edged literbikes over the years – Suzuki’s Bandit, Kawi’s ZRX1100/1200, Yamaha’s FZ1 and Honda’s 919 – but they’ve been generally rejected by sportbikers who want lighter and faster machines with contemporary chassis and brakes. The word “detuned” has a negative aura, and many riders say all they want is a supersport literbike with a more comfortable riding position.
Kawasaki’s recent Ninja 1000 is perhaps the best bridge between supersport and sporty literbikes, offering strong midrange power, a stiff aluminum frame and a largely adjustable suspension with comfortable ergonomics. For many, it squarely hits the mark.

The 2011 Kawasaki Ninja 1000 is an excellent blend of sport and streetability. But is it a better streetbike than a comfort-modified ZX-10R?

But for riders who want the ultimate, the Ninja 1000 doesn’t quite fit the bill, complaining of a detuned motor and a few too many extra pounds. For them, they are happier modifying a top-shelf literbike to make it more accommodating and versatile.
So, when we were offered a friend’s ZX-10R that had been modified for greater comfort, we decided to take it for a ride with the Ninja 1000 to find out how these two competing rules of thought compared with each other. Let the debate rage on in the forum! –Kevin Duke, Editor-in-Chief

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Can you build a better supersport-tourer than Team Green? Kawasaki designers and engineers tasked with constructing the 2011 Ninja 1000 have one enormous disadvantage; their bike must appeal to many, whereas modifying an existing supersport requires approval from only its creator.
The newest Ninja isn’t the first motorcycle catering to maturing sportbike riders who, ignoring aging joints and creaking backs, are unwilling to purchase an “old man’s bike.” The problem with the Ninja 1000, as with all motorcycles of its ilk, is there’s no consensus defining the right balance of performance and comfort. Unlike its forebears, such as the ill-handling Suzuki Bandit 1200 or the peaky engine performance of the Yamaha FZ1, the new Ninja 1000 is the best contribution from an OEM to the supersport-touring genre, blending a torquey engine with ample mid-range power with sportbike-like handling from its capable chassis.

With streetable mid-range power and comfy yet sport ergos, the 2011 Ninja 1000 is the best supersport-tourer to yet come from an OEM.

Adapting the uncompromising ergonomics of a performance-bred sportbike into one’s own interpretation of that perfect balance of go-fast performance and long-distance comfort, that oftentimes includes luggage and/or two-up riding, is one option to buying a pre-fab supersport-tourer like the Ninja 1K.
The 2005 ZX-10R seen here personifies the transformation of a supersport into a supersport-tourer with selective aftermarket equipment. Its owner, working on past experiences with a Bandit 1200 and Yamaha FZ1, determined that none of the OEMs were building a bike specific to his personal tastes in a sportbike. His solution is a Kawi 10R with its performance intact and comfort increased enough to make a cross-continent ride (which the bike’s owner did last year) enjoyable instead of merely endurable.
Opening up the cockpit is a no-brainer when incorporating more comfort into a motorcycle built for speed. The MFW footpegs and extensions on the 10R provide two inches of added legroom. The MFW footpegs are adjustable, rotating around its mounting point to increase and decrease ground clearance. Measuring while in the footpeg’s lowest setting to the top of the seat, there was about 0.7 inch more distance compared to the same measurement on the stock Ninja 1000. So already we have a supersport bike with more legroom than a bike designed for the purpose.

Taming this beast is a host of aftermarket equipment including: HeliBars TracStar handlebars, MFW footpegs, MRA windscreen, MFA mirror extenders, ASV levers, Yoshimura RS-3 full exhaust (with quiet endcap), Dynojet Power Commander PCIII, Sargent Cycle custom seat.

The HeliBars TracStar handlebars raise the 10R’s rider 1.75 inches higher than stock clip-ons. The HeliBars on the ZX reduce the weight carried by the rider’s wrists while maintaining an aggressive forward lean, but unlike the MFW footpegs, they do not offer further adjustability.
The handlebars on the new Ninja aren’t adjustable but what they are is very tall - they have the rider sitting bolt upright in the seat. This position, while comfortable, hampers feedback from the front end and snail-mails a vague feeling of what’s going on at the front tire.
The Ninja is capable of hustling down a twisty two-laner, matching the pace of the ZX, but the Ninja’s detached-feeling front end, relative to a ZX-10R, is disconcerting when ridden at an aggressive pace. For the motorcyclist living in a state with more straight roads than curvy, the combination of higher handlebars and upright seating position will likely be seen as an attribute rather than a design flaw.

The Ninja 1000 is capable of holding its own against racier machines. It's only performance flaw is its uncommunicative front end.

Once rolling, the prodigious power of either bike will make a rider smile. But where the Ninja exudes highly usable mid-range torque, the ZX requires spinning up RPMs. This is a stark difference between engines constructed for differing purposes; Ninja for the street, ZX for the track.

Around town the ZX requires more clutch-work leaving stop lights and performing slow maneuvers, and doesn’t like minimal throttle inputs at low revs. The more streetable Ninja engine performs parking lot maneuvers without unnecessary difficulty, aided by a wider degree of range between steering stops and an easy-to-modulate clutch.

“The Ninja is a stoplight demon,” remarked Chief Duke. “If you set the revs at 4500, you can gracefully loft the front wheel across an intersection from a dead stop. This kind of ferocious low-speed launch is simply unavailable to the peakier and taller-geared 10R. The Ninja’s stout midrange power and more rational street gearing is also superior in highway roll-on situations.”

The Ninja's 3-way adjustable windscreen is both simple and functional.

On the freeway the ZX’s MRA touring windscreen diffuses wind better than its original counterpart and without any problematic buffeting. The Ninja utilizes a three-way (low, mid, high) adjustable windscreen, a useful and welcome feature that adapts to your preferences.

One area where you’ll have trouble bettering an OEM-built supersport-tourer is in the passenger accommodations department. The Ninja has a broader and better padded pillion saddle than you’ll find on any supersport, plus considerably more legroom. Your co-pilot will also appreciate large rubber-damped grabrails that can double as handy bungee hooks when traveling solo.

A lot of what was done to this ZX-10R, such as upgrading the suspension via Race Tech, bolting on ASV levers and adding a Scotts steering damper and steel braided lines could just as easily be applied to the Ninja. So, again, is it better to tourize a supersport bike or modify and add performance to a potentially near-miss model such as the Ninja 1000?

 Great on fast, flowing twisty roads, the ZX isn't as cooperative as the Ninja in the city.

MO guest tester and supersport-touring GSX-R1000 owner, Glenn Giardinelli, commends the Ninja but isn’t running out to buy one. “Kawasaki made a valiant effort at trying to capture what many people want: something fast, exciting, modern and moderately comfortable,” he says. “But, if you are a sportbike devotee like I am, the new Ninja 1000 will likely not be your cup of tea. It just doesn't feel/handle like a pure sportbike.”

“I've learned,” he continues, “that I can make a sportbike more user friendly just by adding a few aftermarket items and, most importantly, without changing the characteristics I love most about sportbikes.”

The owner of this ZX-10R, Eric Putter, concurs. “Would I trade in my Supersport-tourer for shiny, new tackle? With all due respect to Kawasaki, I’ll take my stronger, lighter, better-suspended, five-year-old workhorse over the new Ninja.”

These two knee-draggers only reflect riders emphasizing speed over comfort. But, as mentioned elsewhere in this story, the Ninja is fully capable of pacing the ZX in most street riding situations. So preference for customizing your own supersport-tourer could be a matter of personal enjoyment in tweaking a motorcycle for the simple pleasure of spending time in the garage with your bike.

If you already own a supersport bike, the savings in modifying it for supersport-touring duty are substantial compared to purchasing a new bike. Upgrades to this 2005 ZX-10R (Kelly Blue Book value of approximately $5,500) amounted to about $5,700, adding up to $11,200 total cost. A 2011 Ninja 1000 retails for $10,999.

The Givi tailbag is functional but it ain't pretty and with its current mounting set-up forces the choice between carrying gear or taking a passenger.

If, however, purchasing a new supersport is required, the MSRP on a 2011 ZX-10R is $13,799 ($14,799 with ABS). Add $5,700 in upgrades and suddenly that Ninja 1000 is looking $8,500 more affordable.
If you purchased your supersport bike new, you know its history. On the flip side, there’s always a risk when buying a used sportbike, as you never can be sure of its history. Purchasing a new Ninja 1000 comes with perks such as ensuring proper break-in yourself and the security of a warranty.
Technology is an advantage supersport bikes are going to have over their supersport-touring counterparts. The 10R here features a slipper clutch which is unavailable for the Ninja 1000. Newer supersport bikes are coming with traction control which probably will not trickle down to bikes such as the Ninja 1000 for years to come. The 2011 ZX-10R adds traction control and optional ABS — for a steep price increase ($14,799 w/ABS) over the Ninja 1000.
Strengths and weaknesses exist for both of these bikes, and the choice ultimately comes down to the effort you’re willing to exert and how particular you are about your ride.
For those who are less exacting, the Ninja 1000 may satisfy just the way it sits. Or, possibly, some lower handlebars to weight the front end and (hopefully) solve the vagueness issue could turn the new Ninja into one of the best supersport-tourers available. Other considerations include optional Kawasaki accessories such as hard saddlebags and top box and heated handgrips. Kawasaki even saw fit to add a vibration-damping weight to the backside of the footpeg guards (not that either bike displayed obnoxious vibrations).

Constructing your own supersport-tourer can be rewarding for those willing to modify it to their tastes. But, in several ways, the 2011 Ninja 1000 is a more complete streetbike.

For true performance enthusiasts and tireless tinkerers, no supersport-tourer yet built by an OEM can match the one constructed in your own garage. Personalization is king, and although there were (what I thought to be) quirks with Mr. Putter’s ZX-10R, he couldn’t be happier with his creation. Just as Kawasaki didn’t build the Ninja 1000 to personally appease him, he didn’t construct his ZX-10R to satisfy me.

0 Kawasaki Back in AMA Superbike with Eric Bostrom

One of the bright spots of the 2011 AMA Superbike season is the return of Kawasaki and Eric Bostrom to the premier class. E-Boz, brother of superbiker Ben, exited his racing career after the 2008 season, spending much of his time at the Bostrom family compound in Brazil.

  Although not back as an official factory team, Kawasaki is lending support to the Attack Performance squad headed by longtime lead wrench Richard Stamboli. As part of the deal to run E-Boz in the Superbike class, the 34-year-old also will be teaming with youngster JD Beach to win honors in this weekend’s Daytona 200 aboard ZX-6Rs.


Bostrom returned from his self-imposed hiatus midway through the 2010 season, riding a Suzuki GSX-R1000 for the Stanboli-led Attack Performance squad. The privateer Gixxer took a few races to get up to top-level speed, as did Eric. “I was kind of a hazard,” he said about initially returning to racing.

Eric Bostrom will ride Kawasaki’s potent new ZX-10R for Team Cycle World Attack Performance in the 2011 AMA Superbike series.

E-Boz had his best qualifying effort in the final race of the 2010 season at Barber Motorsports Park where he gridded up in fifth position. Unfortunately, Bostrom was torpedoed by Jordan Szoke who went into a corner too hot. Szoke’s low-siding bike beveled its footpeg as it skittled Bostrom, and in the ensuing bike tumbling, the footpeg dug into Bostrom’s leg terrifyingly close to his crotch. The gash, which required more than 100 stitches to close, came just 2mm short of severing his femoral artery.

Bostrom won the AMA Supersport title for Kawasaki in 2001.

The return to Kawasaki is a bit of a homecoming for Bostrom, as he had his most successful AMA Superbike seasons riding the green machines. He carded runner-up finishes in the 2001 and 2002 seasons while riding the 750cc ZX-7RR.



With the 2010 AMA Superbike season about to begin, Bostrom is optimistic about the capabilities of Kawi’s all-new ZX-10R. In pre-season testing on Florida’s high banks, Bostrom’s Ninja was the second-fastest bike through the speed trap, just 1 mph down on Larry Pegram’s powerful new BMW S1000RR that went 187 mph. Even though the 10R was in a very early stage of development, E-Boz posted the fourth-quickest lap at the famed Florida track. “I’ve never been so excited to return to Daytona,” he told us.
E-Boz added that the new ZX-10R has some of the same characteristics has the old ZX-7R superbike he last rode in 2003.
“The Kawasaki keeps getting better and better the more testing we do,” said Bostrom in a press release. “We’re finding a way to get the most out of the new ZX-10R, and I’m really happy where we ended up. Now, it’s time to put the faceshield down, look for the green light and go for it.”

Bostrom showing he’s regained his form since walking away from racing after the 2008 season.

Although Eric is hoping for a strong season on the Kawi, he predicts the top 3 this season will be 2010 champ Josh Hayes, Tommy Hayden and brother Ben Bostrom.
AMA Pro Road Racing's 2011 season opener will be held at Daytona International Speedway March 10-12.