Posts Tagged ‘Suzuki’

With the domination of the 250cc learner market, Kawasaki have now responded to the cry for more power whilst still keeping a learner friendly bike. The new Kawasaki Ninja 300 boasts a slightly larger increase in both Torque and Horsepower sitting at 27.0 N.m {2.8 kgf.m} / 10,000 rpm and 29.0 kW {39 PS} / 11,000 rpm.

The new Ninja’s slipper clutch will make for a nice edition to the small bike market, having been based off race activities and race slipper clutches, Kawasaki have integrated the technology into their smaller bikes to add to the whole experience and to make for a much smoother ride.

There is also the addition of ABS, designed and produced by Nissin, a leading brake design and production company, specifically for the Ninja 300. This new ABS system is a whopping 60% smaller than older Nissin ABS systems which keeps the whole system nice and compact. 

Petal disc brakes are also included on the new Ninja 300 to offer greater stopping power and excellent heat dissipation.

Kawasaki have included a lot of technology from their leading bikes, the ZX-10R and the ZX-6R such as Dual Throttle Valves which give a much better throttle response overall as well as better performance. A sleeveless aluminium die-cast cylinder weighing 600g less than the previous cylinder as well as featuring plated bores which came from both the ZX-10R and ZX-6R. 

With the introduction to the LAMS law in New Zealand, coming into effect on the 1st of October. The release of this bike should receive a welcome reception amongst the newer and learner riders, looking to either step up from a smaller bike or as a first bike.

With more companies starting to produce more “Learner friendly” bikes, such as the new Ducati Monster and Suzuki’s SV650SU, we are starting to see the implementation of more safety conscious technology and more thought put into the design process and superior parts being used to ensure that you not only have a safe ride, but a stylish and fun ride.

 All in all, the new Ninja looks promising as an all around commuter style bike with the welcome addition of extra power to help to achieve that get up and go which is needed in our everyday riding environment.

Matt Wishart


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So, the plan was that on Sunday midday, a man would ride over on his 2007 DRZ400sm with which he was going to trade for my SV650. Well, things didn’t quite turn out that well.

To start off with, my phone charger has been playing up lately and last night it didn’t even bother to charge my phone but instead run the battery down so that when I woke up I had less than 15% left, which on an android phone, doesn’t last long.

Later on after a flat breakfast on Pancakes and Bacon, I go to start my bike and double check that it is working nicely and is ready for when Dave comes to look at it. Unfortunately she didn’t want to start this morning and I then went through a whole panic mode and trial and error situations where I was trying to get my bike started at 9am on a Sunday morning. My neighbours must have loved having a rather loud bike cranking away whilst they are relaxing in bed having a sleep in. (Bike is usually 105db at 3-4k so it cranks pretty loud as well.)

Then my battery decides to kick the bucket as well. Ok, not a problem, I will just jump it off the flat mate’s car. But no, it still wouldn’t go and so after a few lovely swear words, swift kicks to the wall and tyres and pacing around in circles for around 2 hours, sobbing hysterically in the corner for a few more and sitting very still with a blank look on my face and uttering the word “Mummy” 20 times over, I finally snapped out of it.

Between all of the above, the flat mates had left the house and I was alone. Standing outside with my bike and a cigarette I hear the front door slam shut…Oh crap, I left the keys inside.

I make my way around the house, looking for any opening I can find and trying any other door that I could get my hands on. There was nothing, until I noticed my saving grace. The very, very small bathroom window was cracked open! But how far would it open and can I climb up that high? (The window is above my head so around 2 metres off the ground.) I pulled the window open and it swung out quite far, far enough for me to climb through anyway. Now I pull myself up to the window and try to make my way through. I fail and realise that I need to bring out my ‘Ninja Assassin‘ powers to make it through this near impossible window. After 10 minutes of struggle and intense pain from getting caught on various things. I fall through the window gracefully and limp off to my room.

How I made it through the window, except without the pole.

I go to look at my bike again, as I walk out the door this time I check that I now have my keys in my pocket and also my wallet and nearly flat phone. I lift up the tank and decide to try something else. I unscrew the Air filter so that I can see the carbs and I spray some CRC into them, clutch in, ignition in and the bike fires up and then dies.

Ok so there is some spark there, what could be the problem? I then wedge the clutch in with my hip, push the ignition down and spray CRC at the same time, the bike fires up and runs. But as soon as I stop spraying it stops running, I think I might ring my friend Greg and ask him what’s wrong. Oh but wait, you don’t have enough battery.


Flat mates arrive home now and luckily one of them has a charger for my phone so I call Greg up and he confirms what I thought it would be, water in the float bowls and tank from when I washed it the day before. Note to self: Don’t wash with copious amounts of soapy water. 

Get a text from the guy looking at trading bikes and he is sick today anyway from food poisoning so I didn’t even have to stress about getting it fixed before a certain  time, so now I can relax a little bit and plan my attack out.

So the plan is, get home from work tomorrow and drain the float bowls (Make sure to check manual on correct procedure.) See how it runs then and if it is still crap, drain the fuel and replace it.

And try to get  hold of a new battery for it so that it doesn’t have to be hooked up to a car to function properly.

That my friends, is the end of my epic Sunday saga that included dying bikes, the diagnosis of a mental patient due to bike troubles, home break ins’, rebellious phones and sick people. hold of a new battery for it so that it doesn’t have to be hooked up to a car to function properly.

I bid you adieu till my next post about how I kicked my bike over from still not starting.

Pretty much sums it up.


Matt Wishart


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MotoGP 2014 Suzuki Prototype

This is what is believed to be the Suzuki prototype for their 2014 MotoGP bike, looks pretty nice and I look forward to seeing how it performs!

New Suzuki MotoGP bike?

Taken from http://www.cycleworld.com/2012/05/22/spied-2014-suzuki-motogp-prototype/ and written by Kevin Cameron.

Insiders tell us this is a prototype for Suzuki’s return to MotoGP in 2014. The project was, we are told, “hot for a while” and then cooled off. Now, with these photos from a test earlier this month at Sugo Circuit in Japan, it clearly has momentum again.

What have we here? We see from the exhaust pipes that this is a transverse inline-Four, just like all GSX-Rs. That is a departure from Suzuki’s V-Four GSV-R MotoGP architecture. While the usual pipe arrangement for a flat-crank inline-Four is 4-into-2-into-1, this bike has two long-taper megaphones, each connecting to a pair of cylinders. That suggests this engine does not have a flat crank but instead is fitted with a 90-degree “crossplane” crank shown by Yamaha’s engineer Masao Furusawa to improve grip.

A Japanese informant said, “New Suzuki MotoGP racer is certainly inline-Four. It is not, however, normal inline. When guess from exhaust sound, kind same as YZR-M1.” All the other trappings of MotoGP are present: top-level Brembo calipers and carbon discs, Öhlins suspension, plus carbon-fiber bodywork.

What else do we see? We see a radically forward rider position, and that the engine’s cylinder block is inclined forward, perhaps as much as 30 degrees. This moves the intake throttle bodies to where they need to be in the airbox. As the rider accelerates (note that in one of the cornering photos, he has the throttle pinned, suggesting advanced electronics in use), his face is directly over the steering crown. The fuel tank sits behind a large carbon-intake airbox and consists of a thin forward vertical portion as tall as the airbox, with a long and quite thick “foot,” which effectively forms the rider’s seat. You can see fuel pipes to the injectors entering the front of the airbox. Note also that as the rider accelerates, his butt is three inches clear of the two-inch-thick seatback pad, further underscoring the far-forward rider position.

What has happened here is that as the engineers have sought to lower the placement of the fuel toward the machine/rider center of mass, putting most of it under the seat, fuel mass has moved rearward. If the front tire is not to become unweighted during off-corner acceleration, something else must compensate by being moved forward. And not only that, each year, as tire grip is increased, more power may be applied without wheelspin, increasing the tendency to lift the front.

Under the rider’s hands are bulbous ducts leading from the chin intake in the fairing nose, through the chassis sides and into the engine airbox. Although a rear-wheel starter can be seen in the garage shot, there is Suzuki’s usual round “starter door” in the right side of the fairing, through which a starter dog can spin the crank if the slipper-clutch setting is too soft to permit rear-wheel starting.

2014 Suzuki MotoGP Prototype

It’s hard to see what is going on with the airflow to the two radiators. At first, the “covers” between them and the front tire look solid, like carbon fabric. But they could also be stone shields. In one photo, the upper cover has come loose and moved forward along one edge, as if there were pressure behind it. If solid, it would be a first in ducting ram air from above the tire to the front faces of the radiators. Airflow behind the front tire is always disturbed, providing poor pressure to push it through the radiators. This is part of the reason radiators are as big as they are. Four large hot-air exit slots are provided in the fairing sides.

And when I look at where the cylinder head must be, it might suggest the upper radiator is U-shaped to make clearance for it. Suzuki did this during the early 1980s to move its disc-valve RG engines farther forward.

Recently on the Italian website GPone.com, journalist David Emmett asked Suzuki racing technical director Shinichi Sahara if the company will change to an inline-Four. Sahara replied that they will “stay faithful to our engine layout.” And in a Peter McLaren story from this past February, veteran Suzuki test rider Nobuatsu Aoki said he “rode it last week” at Ryuyo.

Conflicting information? Not at all. It is normal for manufacturers to build and test multiple prototypes before determining which is most promising. Veteran tuner Eraldo Ferracci has told of testing endless prototypes when he was at Benelli—and most were not produced.

There is also another possibility here: Suzuki is known for making multiple uses of projects, so an inline-Four MotoGP prototype could also gather information useful in design of next-generation GSX-Rs. Could such a machine also be the foundation for a production-based CRT bike? Might Suzuki build the MotoGP equivalent of a production racer in the spirit of Yamaha’s TZs of the 1970s?

It’s a guessing game, and we enjoy it. We shall have the pleasure of anticipation.

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The second video is me trying out my mates Daytona 675, it was amazing! With an extra 40 odd horsepower I had the front wheel lifting up down the back straight at 230km/h.

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As I sit here typing this, I am enjoying a cold beer in the afternoon sun, my skin is tanned and will most likely peel and my body is oh so weary. Race bike is chained up to the post and sits there looking like it too, had enjoyed itself.


My alarm clock starts to buzz like a constipated cat on acid, I kick it off the bed and wake up, pull all of my gear together and triple check that I have everything that I need for the day, my friend turns up with our bikes on the trailer and then we are off. Quick pie and coffee stop at the petrol station whilst we stock up on my favorite liquid in the world, petrol. Off to the track we go, people have beaten us there which is unusual as we are usually the first to arrive.

We promptly put up the tents, set up chairs and unload the bikes off the trailer, sign in and go for scrutineering where I need to fix a bolt into my speedo and tape up my camera ( Videos to follow once I have uploaded them to YouTube.) Quick track walk and briefing and all systems are go. Group 4 (Racers) go out first and all you can hear is the whine of the inline fours screaming down the longest back straight in the southern hemisphere. Us down in group 2 patiently wait our turn and soon enough it is, gear goes on and bikes are started, low rumbles fill the air around me as I don my helmet. My bike feels familiar yet also a stranger at the same time underneath my hands, engine pulsing away beneath me. I move off the stand and make my way into the dummy grid where we wait till we can go out onto that sexy tarmac.

We are given the go and we take off in unison, groups of threes and fours moving quickly on the track, warm up lap has begun and the excitement really starts to kick in now! Corners come and go, and bikes slowly fall behind me as the pace picks up. It’s not a race but you can’t help feeling competitive when you are here.

A few sessions in and we are unleashing our wrath upon the track, some are fast and some are slow, but that didn’t stop me from cranking it over into each corner, pulling that throttle back and passing bikes on the outside. The sun beats down on you, but all you are focussed on is the relationship between the rider and his bike. Applying the correct amount of throttle for the corner. making sure you are in the right position, weighting the inside peg as your tire pushes further into the ground, melting the rubber as you push harder than before.

My favorite part is when you get a rider that is closely matched to you, then you can have a bit of fun. Trying to find a good opportunity to pass can be rather limited at times, but when you get it, you feel like the king and then either they or somebody else flies past you and you feel like a dick.

Each corner you are trying to match, no not match  but be better than, the other person whom of which is siting right in front of you. Sometimes you scare yourself by pulling off crazy passing maneuvers and taking much different lines through a corner as you are used to and at higher speeds.

These advanced rider training days are great, you get a bunch of experienced tutors in each group, following you and telling you what you can improve on, you get lunch provided and a great bunch of people to piss around with. But what I really love about the track is that you can absolutely fang it with out checking your mirrors for cops and other hazards such as car drivers etc…

I have now managed to move up to group 3 which is 2nd fastest, in a reasonably short space of time. I am rather happy with myself at the moment as all along that is the group that I aimed to be in, the fast group. So next track day in April I look forward to stepping up the pace and learning a lot more so that I can improve my riding and finally get into racing.

Thanks for reading guys and I will post the videos up when I have edited them a little bit.


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