2011 Honda CBR 1000 RR Review | Repsol Honda CBR | Racer Zone Review
Sport riders tend to be a proud lot; many even view their riding skills as a rite of pfassage. So it stands to reason that a liter-class supersport bike equipped with linked brakes, let alone the anti-lock/combined-brake system featured on Honda’s latest CBR1000RR, goes against the traditional performance rider’s mindset. But with electronic rider aids now commonplace in MotoGP racing, there’s no shame in setting the ego aside and embracing cutting-edge technology.
Honda has set a new standard in C-ABS performance with the system currently available as an option on its 600 and 1000cc CBR-RR models. Unlike ABS or linked brakes of old, the CBR’s setup has completely eliminated lever pulsation during system cycling and presents no abruptness in its linked-brake effect. The added sense of safety instilled amidst rush-hour traffic, doubly so in wet weather, is enough to validate the additional 25 pounds and $1000 premium the C-ABS option tags onto the standard model.
In our recent Open-class shootout (“Supersport Days,” August, 2009), the C-ABS version of the CBR1000RR displayed steadfast poise and competitive performance while lapping a race circuit at a very heated pace. While not the outright quickest bike of the test, the Honda was widely regarded as being the most confidence-inspiring in testers’ subjective notes, making it an ideal bike for street/track-day use. Racers will undoubtedly opt for the lighter standard model.
Daily use as a commuter or canyon carver is where this version of the CBR truly excels. Weighing 435 pounds without fuel puts the bike on par with its class peers. Handling is light and neutral, yet extremely surefooted. The Honda Electronic Steering Damper eliminates the inherent compromise of conventional adjustable dampers, offering little resistance at low speeds, with damping automatically increased seamlessly in relation to speed or acceleration.
Spot-on fuel mapping and a unique feature Honda call Ignition Interrupt Control, which smoothes on-throttle response below 6500 rpm, along with excellent shifting quality, all contribute to the inline-Four’s 157 rear-wheel horsepower feeling quite manageable. The back-torque-reducing slipper clutch pulls double duty by eliminating rear-wheel hop during hard deceleration and also applying pressure on the plates under acceleration to provide lighter clutch action. Due to the CBR’s refined and feathery control operation and exceptionally low level of engine vibration, comfort range really comes down to a rider’s tolerance for the RR’s sporting seat pad and ergonomics.
American Honda was understandably reserved in the quantity of the $13,999 C-ABS models imported in 2009. Considering that every unit has sold stateside with the bike enjoying even greater success in Europe, we don’t anticipate the budding ABS supersport movement to stop dead in its tracks any time soon.
Motorcycle Insurance | High Motorcycle Insurance Quotes | Why such high Insurance Premiums | South Africa
Why is my Motorcycle Insurance so High?
This is definitely the most important question you might have. Let’s take some time to explain, the risk obviously is that there are going to be bike damages wherein the company will have to incur the repair costs or in some instances even replace the motorcycle on certain cases. For this reason most companies would make you pay a higher insurance premium.
Most insurance companies would look at the following aspects when taking motorcycle insurance.
-your age
-your occupation
-the motorcycle model
-the engine capacity of the motorcycle in question
-value of the motorcycle
-and more…
We all know that motorcycles meet up with more accidents in any calendar year than any other participating vehicle on the road. In SA alone we have daily motorcycle accidents and even deaths in some cases. This is mostly due to inexperienced or less experienced riders. More accidents mean that the insurance company has to pay for the damages. Although the riders pass their tests and have a valid two wheeler license, the inexperience causes the accidents.
The speed that any given motorcycle travels on the public road will also have a direct influence in the accident rate. Apart from the speed, younger riders also have more tendencies to ride even faster than the normal rider; this combined with the inexperienced factor of a younger rider also lifts statistics.
Higher speeds result in frequent accidents. It therefore becomes difficult for the insurance companies to trust these riders to not commit any accidents.
The tendency to take over comes automatically to most bike riders. This is because it is easier to take over with a bike, even in the narrowest of roads than with any of the four wheelers. In an attempt to over take at most times, the accidents are more likely to occur.
A motorcycle rider is also more prone for damage when in a accident, evidently more than in any 4 wheeled car. We all agree that any person is more protected in a 4 wheeled car with a roof, side bars, doors, and more. This also then means that the motorcycle itself can have easy damage, especially when looking at the speed factor that motorcycles travel with.
Suzuki GSXR 1000 | 2010 Suzuki Gsxr 1000 Specifications| South Africa
2010 Suzuki GSX-R1000
Suzuki GSX-R1000 is ready to own the racetrack or deliver an exhilarating ride on the road.
The latest GSX-R1000 features significant upgrades across the board, including a completely re-designed engine and chassis, with major suspension, brake and bodywork developments.
The 999cc, four-cylinder, liquid-cooled, DOHC engine, featuring the Suzuki Dual Throttle Valve (SDTV) fuel-injection system, is lighter and shorter and delivers improved performance and throttle response throughout the entire rpm range, while also reducing emissions.
Developed on the racetrack, the new Suzuki is fitted with two large-volume, MotoGP-inspired titanium mufflers and a large and efficient trapezoidal-shaped radiator to reduce drag.
With a new layout, ratios in the six-speed transmission have been carefully selected for optimum racetrack performance, while the GSX-R1000 is also fitted with a revised back-torque-limiting clutch offering improved lever feel and feedback.
The compact engine enabled engineers to create an all-new, more compact chassis, with a new twin-spar cradle frame, 10mm-shorter wheelbase and 33mm-longer swingarm, improving handling and acceleration on the racetrack.
Co-developed by Suzuki and Showa engineers and proven in the gruelling Suzuka 8 Hour, the GSX-R1000 features a revolutionary Big Piston Frontfork (BPF) front suspension system.
If it sounds good on paper, the GSX-R1000 feels even better on the road or track.
Ride it yourself and experience the sheer performance of the world’s most successful open-class racing machine.
Key Features:
Engine – 999cc GSX-R1000 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.
Fuel injection System – A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the GSX-R1000.
Frame – The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.
Steering Damper – Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.
Adjustable Footpegs – Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.
Brake Caliper – Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.
Showa Forks – Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.
The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.
The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.
Swingarm – The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.
The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.
Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.
Features and Benefits:
Engine Features
999cc GSX-R1000 engine is a clean sheet design built to maximize combustion efficiency with more torque and power across the rpm range and enhanced throttle response and reduced exhaust emissions.
As a result the distance between the crankshaft and the transmission output shaft has been reduced by 59.6mm making the engine shorter front to rear.
The integrated clutch and starter motor cover is about 200 grams lighter than the two individual covers previously used.
An efficient oil cooler also has a trapezoidal shape instead of the more conventional rectangular shape, allowing the lower fairing to be narrower for improved aerodynamics.
A one piece die cast aluminum alloy rear subframe and tailsection support is lighter and seat height is unchanged at 810mm.
A powerful microprocessor in the ECM runs the advanced engine management system, starting with the latest versions of the SDTV downdraft double-barrel fuel injection system first introduced on the GSX-R1000.
A Suzuki Exhaust Tuning (SET) servo controlled butterfly valve built into the mid pipe helps maximize torque throughout the RPM range.
Each throttle body feeds two cylinders and each throttle body barrel carries two ultra-fine-atomization, 12 hole injectors. Each cylinders primary injector is aimed at a steep 30 degree angle down the intake port to improve fuel atomization and operates under all conditions.
An oversquare bore and stroke of 74.5mm x 57.3mm (from 73.4mm x 59.0mm) gives the engine better overall tuning potential, specifically increased performance at high rpm
Repositioning the transmission shafts also allowed the crankcase assembly to be simplified , now using two bolted-together (upper and lower) sections instead of three, eliminating 16 screws and helping to further reduce weight by about 670 grams.
Reshaped combustion chamber and aggressive cam profiles increases the compression ratio to 12.8:1 over previous GSX-R1000 models.
Spark plugs with finer, Iridium-alloy electrodes produce a stronger spark for better combustion
SRAD airbox design has been optimized for efficient air flow enabling maximum engine power at the mid to high RPM.
Suzuki engineers were also able to increase low-range and mid-range performance and broaden the torque curve by reshaping the combustion chamber, increasing the compression ratio to 12.8:1 (from 12.5:1) and developing new cam profiles for the latest version GSX-R.
The back torque limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance.
The close ratio six speed transmission’s input and output shafts are triangulated with the crankshaft. The crankshaft is positioned more forward in the cases relative to the cylinder centerline, the transmission input shaft has been moved upwards and the transmission output shaft has been moved forward from the previous version GSX-R1000.
The clutch is directly operated by a cable instead of a hydraulic system, improving feel and feedback to the rider as well as reducing weight
The computer controlled Suzuki PAIR system injects fresh air from the airbox into the exhaust ports further reducing emissions by igniting unburned hydrocarbons.
The engine managements Idle Speed Control (ISC) improves cold starting, reduces cold start emissions and stabilizes engine idle under various conditions by automatically regulating the volume of fresh air fed into the throttle body circuits, based on coolant temperature.
The latest version of the Suzuki Advanced Exhaust System (SAES) incorporates staggered length titanium head pipes, a collector, a short mid pipe and a stainless steel under engine chamber that leads to two Moto GP inspired titanium mufflers.
The engine is shorter front to rear allowing engineers to use a shorter wheelbase AND a longer swingarm for improved racetrack performance
The latest GSX-R1000 features an intake camshaft which is shorter and lighter and the cam angle sensor has been relocated from the left end of the intake cam to the center of the exhaust cam. This allows the cylinder head to be reshaped for reduced weight
The radiator and oil cooler allow for the use of narrower bodywork for reduced drag.
The combustion chamber shape accommodates larger intake and exhaust valves. Intake valve size is 31mm and exhaust valve size is 25mm.
The SDTV system uses two butterfly valves in each throttle body barrel, the primary valve controlled by the rider via the twist grip and the secondary valve controlled by the ECM.
The single counter balancer shaft is now smaller measuring 20mm in bearing diameter instead of 23mm for reduced mechanical losses
The steel alloy used to produce the single valve spring for each valve has been revised along with camshaft profiles.
The under engine chamber carries a catalyzer to help reduce hydrocarbon, carbon monoxide and nitrogen oxide emissions.
To help maintain intake efficiency and power output at high rpm the downdraft intake manifolds are now 138mm from 148mm on the previous GSX-R1000.
Unique Suzuki Drive Mode Selector (S-DMS) system allow the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.
Ventilation holes positioned underneath the bottom of the piston stroke in each cylinder bore allow air trapped underneath each descending piston to quickly escape to adjacent cylinders.
Chassis Features
The GSX-R1000 front brake system matches fully floating 310mm drilled discs with radial mount race proven mono-block forged aluminum alloy front brake calipers
The rear disc brake works with a single piston caliper mounted above the swingarm.
A programmable engine RPM indicator system incorporates four LED’s.
A speedometer display mode switch is mounted on the right handlebar control module and can be used to trigger the lap time counter.
The compact twin spar frame welded together using five cast aluminum alloy sections including a steering head section, two main-spar/swingarm pivot plate sections and cross braces above and below the swingarm.
Each BPF fork leg is also 720 grams lighter than the conventional fork tube it replaces.
Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.
Footpegs remain three way adjustable in 14mm in a horizontal and vertical range.
The overall dimensions allow the use of a swingarm that is 33mm longer, measuring 577mm from the center of the pivot shaft to the center of the rear axle in the standard position while still reducing the wheelbase by 10mm to 1405mm.
Front brake calipers are more rigid despite each being 205 grams lighter than conventional bolt together calipers, reducing flex and improving feedback.
Showa BPF (Big Piston Front) 43mm fork design eliminates the internal cartridge assembly inserted into each fork leg and instead uses a single 39.6mm upper piston riding against the inside wall of the inner fork tube.
Cast aluminum alloy wheels feature a more aggressive design and are also lighter.
SRAD intakes are larger and positioned closer to the centerline of the fairing nose, where air pressure is the highest.
The instrument cluster is centered around an analog tachometer framed by an elegant silver ring with an adjacent digital LCD speedometer.
The BPF design relocates the fork springs to the bottom of each fork leg, where they are completely submerged in oil, reducing fork oil foaming and contributing to more stable damping.
The larger piston and shims used in the BPF forks produce more effective valving, with more controlled compression delivering better feedback to the rider.
The multi-reflector headlight incorporates a bold look with vertically stacked high and low beam halogen bulbs centered between position lights on each side.
The LED combination taillight and brake light is built into the rear of the tailsection, featuring a red, mirror lens, covering LED’s.
The rear turn signals feature clear lenses over amber bulbs and the lenses are integrated into and wrap around the outside edges of the seat cowl.
The aluminum alloy swingarm is constructed using just three castings and is arched to make room for the dual titanium mufflers to be tucked in tightly on each side.
The compact GSX-R1000 engine allowed the design team to shorten up the mainframe reducing the distance between the steering head and the swingarm pivot while also reshaping the main spars to precisely fit the contours of the latest engine.
The sculpted fuel tank is lighter while retaining 17.5 liters of capacity.
The wind tunnel tested upper fairing is wider, providing better wind protection while also reducing turbulence and drag.
The new Suzuki radial pump front brake master cylinder measures 17mm for improved rider feedback and feel.
The rebound and compression valving adjustment screws are indented into the fork caps. Spring preload is adjusted at the bottom of the fork leg assembly.
The sharply creased fairing sides feature a layered look that improves the flow of cooling air through the radiator and away from the rider.
The Showa rear shock works through an aluminum alloy linkage mounted on the swingarm, with an extruded aluminum alloy link rods connected to the frame. The rear shock absorber is adjustable for rebound, high and low speed compression and spring preload.
(Slider ID = 1)
Bike Insurance | Motorcycle Insurance for your Super Bike or Sport Bike. | Comprehensive Bike Insurance | South Africa
Motorcycle and Bike Insurance (a short online introduction)
Now I am sure you won’t be surfing the Racer Zone website if you don’t own a motorcycle or you might be looking at purchasing a motorcycle or bike.
Like any other element used on the South African roads, legally you must have insurance on it. Especially if you bought your new Super bike using a Hire Purchase installment sale agreement and thus still owing the bank.
Obtaining motorcycle insurance is just as important as having a good crash helmet when riding your Super bike. Unfortunately as you might know any motorcycle is more prone to damage in any accident on the road, way more than any car you might own. The number one reason for motorcycle / bike accidents is the increased speeds that motorcyclists travel with. Like with any motor vehicle insurance company you would need a valid driver’s license or rider’s learner’s license to obtain your bike insurance. Your bike insurance can be handled by the same company handling your current car and household insurance.
Some questions you must ask when taking Motorcycle / Bike insurance:
- Ask about biuke insurance coverage benefits and claim procedures, as they should be properly understood.
- Ask about the types of coverage done by the company and how to claim the money for the accidental damages. Good to know what protocol should be followed.
- Does your motorcycle insurance cover you on a superbike track day at the local Motorcycle racing track?
- Will your first insurance payment be double?
- What will your insurance excess be should you have a motorcycle accident.
Why would a typical insurance company not compensate you if you should have a claim on your Motorcycle.
-Should the rider of the motorcycle not have the relevant licensed to drive the particular motorcycle.
-If the rider was under the influence of drugs or while the percentage of alcohol in the driver’s blood exceeds the legal limit.
-If the rider of the motorcycle / bike drivers license was for some reason endorsed.
-If the motorcycle was used by an unauthorised rider on board the motorcycle without the owner’s permission.
-IF the motorcycle does not consist of a proper legal roadworthy certificate.
Is does clearly make sense to know where you ensure your motorcycle and what your insurance terms are.
A good idea is to use the online insurance quotation tool provided by some Companies today. The results are accurate and FAST!
1972 SUZUKI TR500 TT Classic Motorcycle | A history of the legand | Classic racing motorcycle | South Africa
HISTORY OF MY 1972 SUZUKI TR500
ENGINE NO. TR10028
This SUZUKI racing motorcycle was one of (2) two bikes supplied to sponsored riders in South Africa in 1972 and arrived by ship at Durban harbour on the 19th of December. The sponsored riders who were allocated to the bikes were Jon Ekerold and Les van Breda, Jon Ekerold of course eventually would become 350cc World Champion a few years later on a Yamaha. This particular machine was the bike used by Les van Breda, who had won the South African Championship on earlier XR05 model in 1971.
The bike’s first outing was at a race meeting in Luanda, Mozambique, on the 27th of December 1972. The first race did not start well as the bike seized at the end of the main straight resulting in considerable damaged t the machine and fractured ribs for its unfortunate rider, Les van Breda. The machine was then repaired and raced at the Killarney Circuit in Cape Town in early January in the first round of the South African Championships in 1973.
Les had finished 2nd overall to Kork Ballington on an ex- Gillie Cruise TR500 in the previous 1972 season, Kork was another South African rider who was to leave for Europe early in 1973 and of course later to become a double World Champion in 1978 and 1979 on the Kawasaki Tandem Twin.
During the 1973 season the standard Fontana 4-leading shoe front brake was swopped for the Ceriani unit from the earlier machine which Les still had in his possession, and the standard Suzuki PEI ignition was replaced with a Spanish Femasatronic System to improve reliability.
In 1973 many well known international riders were invited to contest certain prestigious events in South Africa.
The first of the South African T.T. series was held at the Roy Hesketh Circuit outside Pietermaritzburg, Natal, where Les riding the TR500 finished second to John Cooper – BSA 750cc, Derek Chaterton was 3rd with Giacomo Agostini 4th having slowed on the M.V. Agusta with machine problems.
The second race in the series was held at the Kylami G.P. circuit in Johannesburg, where Les was the quickest local rider passing Tony Jeffries – Truimph 750cc, Barry Sheene – Seeley Suzuki TR500 and Agostini on the M.V. Agusta to take the lead which he held for most of the race. A few laps from the end, holes began appearing on the expansion chamber of Les’s TR500 due to scraping on the road in an attempt to defend his lead from Agostini who came past 2 laps from the end of the race as the Suzuki lost power. Les was awarded the Dickie Dale Trophy for his efforts in this International series as best local rider, and went on to claim the South African Championship on his bike in 1973.
In 1974 Les was given the new more powerful water cooled TR500 and his air cooled machine was sold to another local rider Roy Hill in 1974 and then re-sold to Van Rooyen Motors a well known motorcycle dealer in Bulawayo, Rhodesia, where a local rider named John Warburton won the Rhodesian Championship in 1975 and 1976.
In 1978 the bike and its rider officially retired due to the escalating war in Rhodesia all racing was suspended, the bike was then stored in a garage in Bulawayo until 1982 by which time white Rhodesians were leaving the country in large numbers as the economy and lifestyle deteriorated under the new government. John and his family loaded all possessions they could carry on a trailer and headed for Botswana, the Suzuki now in a very dilapidated state was stored with household goods on the trailer and towed thousands of kilometers across Africa to Botswana.
I first heard rumours of an old Suzuki racing machine lying under a cover in a dusty corner of a garage in Gaberone, Botswana, from a friend who was a traveling salesman. At first I thought it was just a modified TR500 production machine similar to the one which I had ridden in Classic racing events from 1978 to 1990, but from the description I was given I felt sure this might be the real thing. I negotiated for the bike and bought it without actually having seen it, and it was subsequently smuggled across the border back into South Africa and delivered to my Johannesburg home in June 1992, on returning from a trip to the Isle of Man TT races, I found the bike in my yard awaiting my arrival in a rather sad and neglected state, but at least it was complete and mostly original, the bike even came with the original spare barrels, heads, pistons, clutch plates and factory parts list.
Les van Breda who is still a Suzuki dealer in South Africa was able to provide me with the detailed history of the bike, during our conversation he mentioned the fact that the top frame rail was actually broken in the high speed crash in Luanda at his first outing on a racetrack, and that the frame had been “fixed” in the pits by brazing on a piece of conduit tube obtained from a local contractor. I inspected the bike on my return home to find that one chrome moly frame was still being held together with that piece of conduit tube, in spite of the fact that the bike had changed hands on 3 occasions. That repair, and the fact that it had the Ceriani front brake confirmed that this was indeed his original bike.
The restoration project was completed by July 1995 and once again another rather special racing motorcycle has been saved for future generations of racing enthusiasts and represents the ultimate engineering technology available in 1972.
I must thank my specialists in South Africa for their help in restoring the bike in those instances where my skills were lacking, and to those people who assisted me in tracing and identifying the bike and it’s colourful history.
Word by – P.J. DE GRUCHY
Daniel Pedrosa | Moto GP Rider Daniel Pedrosa | The full Story on Daniel Pedrosa | Moto GP Rider profile.
Daniel Pedrosa was born on 29 September 1985 in Sabadell, Spain. He got his first motorcycle (an Italjet 50 with side wheels) when he was four and his first pocket bike at age six. By the time he was nine, he entered the Spanish Minibike Championship and finished his first season in second position.
At sixteen, Dani made his debut in the 125cc class of the World Championship where he scored two podium finishes in the first season and won his first race in 2002. He went on to win the championship in 2003 but his season ended when he broke both his ankles during a crash at Australia’s Philip Island during practice.
  |
Pedrosa duly moved up to the 250cc Grand prix class in 2004 and captured everyone’s attention by winning the first race in South Africa, having entered the championship mostly unprepared, because he was still recovering from his accident! There was no stopping him now and he went on to clinch both the Rookie of the Year title and the Championship title with seven wins and thirteen podiums. He stayed on in 250cc for one more year and promptly won the championship again, despite a shoulder injury.Daniel joined the big boys in 2006 when he started to race 990cc MotoGP bikes. His tenure with Repsol Honda started on a Honda RC211V with team mate Nicky Hayden. Pedrosa is a diminutive man at 1.58m (5”2) and hardly 50kg and his critics immediately expressed doubts that he would be able to manhandle the heavy MotoGP bike. |
He made them eat their words when he finished second in the opening round at Jerez and won his first MotoGP race on only his fourth appearance. He rode into the record books by becoming the joint 2nd youngest winner ever, tied with the late Norick Abe and behind Freddie Spencer.
At his second MotoGP victory (at Donington Park) he shared the podium with Valentino Rossi, who was second.However, Daniel’s 2006 season was fraught with misfortunes; first, a knee injury during Free Practice and then an error of judgement that saw him crash out at Estoril, taking Nicky, his team mate, with him. Nicky managed to claw himself back into contention and ended up winning the Moto GP Championship that year.
Pedrosa was 2nd until the Malaysian Grand Prix, but slid back to finish the season 5th overall. However, this was still good enough to clinch Rookie of the Year in his debut season in MotoGP.
Dani continued to race Honda’s new 800cc RC212V during 2007 and although the bike proved unreliable, he still finished the season in second place behind Casey Stoner and ahead of Valentino Rossi. Honda had not managed to fix all the problems by 2008 but, despite an injury, Pedrosa still secured a podium at the first round. He crashed again, but he finished the season in third place. In 2009, Rossi won the MotoGP Championship and Pedrosa was second. His season ended on a high note with a win in front of his home crowd.
Dani resides in London and he loves bicycling and supermotards. He learned the circuits on which he now by heart watching videotaped 500cc races.
His all-time favourite rider is Mick Doohan.
.png)
Recent Comments