Posted on June 10, 2010 by Fahad Majidi
When it comes to ultimate super bikes, they don’t come much more ultimate than this, Suzuki’s GSX-R1100 is one of the biggest, most powerful, and awe inspiring superbikes ever built. Unveiled back in 1986 to enormous acclaim, the GSX-R1100 (like its pioneering smaller siblings, the (GSX-R750) has undergone many changes over the ensuring years.
At its launch the big GSX-R was light, very powerful and wickedly fast. And over the years the Suzuki, pressured by competition primarily from Yamaha’s FZR 1000, piled no more and more power. But the trade off was more and more weight gained, and by the early 1990s the GSX-R1100 had become a muscle bound monster. Putting out 145 bhp in stock (but unrestricted) trim the GSX-R scaled over 500 lbs fueled up. That’s a lot of bike producing a lot of power.
But now the GSX-R1100 has undergone another transformation and although it is still big heavy and fast, it is no longer the bad mannered behemoth it once was. Gone is the wayward handling and peculiar steering, replaced by an altogether more docile beast. What happened was the Suzuki was that Suzuki radically uprated the GSX-R1100’s motor, turning it from an oil-cooled to a water cooled affair.
They did the same thing to the GSX-R750 in 1992 and the result was a biker that was better than ever, but not by much. The main cause for adopting water cooling is that it’s more competent, but because it’s quieter an important consideration in these days of increasingly stringent noise regulations.
Filed under: Bikes, Suzuki | Tagged: bike, FZR 1000, GSX-R1100, GSX-R750, motorcycle, power, speed, super bikes, Suzuki, Yamaha | Leave a comment »
Posted on June 9, 2010 by Fahad Majidi
By the mid eighties, motorcycle design had come a long way. From the early, over-powered and ill handling Japanese superbikes, had evolved machines which took their cues from the racetrack and had tyers, suspension and steering to match. Suzuki’s GSX-R750 and Yamaha’s FZ750 typified the new breed. But there will always be those who are less concerned with all around performance than with sheer, brute power and thrill of violent standing start acceleration. The Yamaha V-Max was designed just for them.
When it was first introduced in 1985, the V-Max caused a sensation, as much for its styling as its potential performance. The high speed barred, low slung look was based on the American cruiser style bikes made for showing off an illegal sprints on impromptu drag strips on public roads. Real drag bikes had already evolved into long wheelbased, front heavy machines designed specifically for speed. Cruiser style puts the emphasis on looking fast, lots of noise and ability to leave long strips of burnt rubber off the start line are more important than actual times.
The V-Max is completely dominated by its engine. At the time its V-four layout was a high tech departure from the in line fours that powered most Japanese motorcycles. It featured a novel carburetor arrangement which meant each cylinder was fed by two carburetors, and then a gate moved to allow those same two carburetors to fill a different cylinder, thus eliminating the ‘dead’ time that usually occurs during a bike’s combustion cycle. And once on the move, the slightly lumpy power delivery, and the sheer amount of power it delivers – distract attention from the bike’s handling.
Filed under: Bikes, Yamaha | Tagged: American, bikes, design, fast, GSX-R750, handling, high speed, Honda, Japanese, machines, motorcycle, speed, superbikes, Suzuki, V-four, V-Max, Yamaha | Leave a comment »
Posted on May 6, 2010 by Fahad Majidi
The Dyna Glide features Harley-Davidson’s latest chassis, which Harley themselves proudly claim is the result of computer aided design (CAD). But it’s a far cry from the exotic aluminium beam frames favored by the latest Japanese race replicas. This one’s steel, good ol’ US steel, a direct spiritual descendent of an earlier generation of America iron horses.
But the frame is, in its modest way, a new departure for Harley-D as they progress ever-so-cautiously into the future. First seen on the 1991 Sturgis model, it features a refinement of the system of rubber engine mounting previously fitted to Glide and Low Rider models. And for the first time, it is possible for a normal person to ride a Harley at sustained speed without going numb from the wrists down.
Purist might frown. The essence of any Harley is that pounding V-twin beat. Unlike the anodyne whirr of Japanese multis, you’re supposed to feel it. Dyna Glide’s endeavor to offer the best of both worlds: you can tell there’s 80 cubic inches of Milwaukee muscle down there, all right, but it doesn’t put your circulation in a sling.
To ride, these are the smoothest Hogs yet, by a margin. Even sensitive souls will use power outside the Evolution engine’s hitherto rev-range without worrying that the entire bike’s about to fail to bits. Now you can happily ride at low revs where other Hogs quake and shudder. Or at high revs where your fillings used to be in danger of shaking out. Without laying a hand on the engine, rubber mounting has effectively widened the big Vee’s power band.
Filed under: Harley Davidson | Tagged: aluminium beam, America iron horses, Dyna Glide, Harley Davidson, Japanese race, Milwaukee muscle, speed, Sturgis model | Leave a comment »