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Archive for January 2012

2012 Porsche 911

The 928, Porsche's front-engine entry in the coupe GT market, never quite enjoyed the success of the signature sports car, the 911. Since Porsche stopped producing the 928 in 1995 after an 18-year run, the German automaker has gone without a front-engine coupe to compete with the likes of the BMW M6, Jaguar XKR, Aston-Martin DB9, and Mercedes CL-class. The 911, which remains much more the pure sports car than any of the coupes, has gradually moved farther upmarket and provides a sporting alternative to those cars, but it now appears that Porsche is developing a more direct competitor for the front-engine GTs, a coupe that sources suggest will be in showrooms by 2011. Porsche might even name it the 928. Built on the platform that will underpin Porsche's 2009 Panamera four-door sports sedan, the unnamed two-door will ride on a shorter wheelbase but will share at least 60 percent of its parts with the Panamera. The sedan's control-arm front suspension and multilink rear will likely get firmer tuning in keeping with the coupe's sporting pretense. The shorter wheelbase will reduce the coupe's weight and improve its handling, but the reduction will come at the expense of rear-seat space. As in the 911, the back seats will likely only be suitable for children, insolent teens, and mothers-in-law.
Coupe buyers will choose from a selection of Porsche's next-generation direct-injection-equipped V-8 engines. The Cayenne SUV will also get these new V-8s. Power is expected to be about 350 horses upward, with turbo versions making in excess of 500. There are rumors regarding a possible 6.0-liter V-10, which would reportedly make about 650 horsepower. Transmission choices should mirror those found in the Panamera — a seven-speed, dual-clutch DSG in the automatic role and a six-speed manual for those who insist on traditional shifting. There are no plans for an all-wheel-drive version. Like the 928 that preceded it, this coupe will be rear-wheel drive, with a transaxle helping to balance weight distribution.
Pricing for this front-engine Porsche will likely begin where the naturally aspirated 911's leaves off, a base version of the coupe going for about $100,000, with prices of higher-horsepower versions rising quickly into the rare $150,000-plus stratosphere, where the Bentley Continental GT rules. 


sumber: clickhere 

2012 Honda Supra-X 125cc


Impresi awal Spacy Helm In injeksi sudah dibeberkan, skubek berbagasi gambot ini karakter tenaganya jadi lebih kalem tapi terus ngisi sampai putaran mesin tinggi. Kini tinggal menjajal Honda Supra X 125 Helm In PGM-FI.

Sama seperti Spacy injeksi, tapilannya tidak ada beda dengan versi karburatornya. Benar saja, mulai dari lekuk bodi warna hingga stripping sama saja. Pembedanya hanya stiker bertuliskan PGM-FI (Programmed Fuel Injection) yang menempel di bodi motor.

"Perbedaan Supra Helm In injeksi dengan versi karburator memang hanya berbeda di sistem bahan bakarnya saja. Sisanya seperti mesin, rangka dan bodi keseluruhan sama dengan versi sebelumnya" jelas Wedijanto Widarso, Technical Service Division Head PT Astra Honda Motor.


Tak heran bila akhirnya posisi berkendara yang ditawarkan Honda Supra X 125 Helm In PGM-FI ini pun sama seperti pendahulunya. Jok lebar dengan busa tebal, posisi setang dan footstep yang khas Supra series tetap menjanjikan kenyamanan.

Apalagi kaki-kaki Supra X 125 Helm In PGM-FI ini bisa dibilang paling empuk dari bebek lokal lainnya. Jadi lebih nyaman ketika terpaksa melintasi jalanan keriting.

Dengan sistem injeksi bahan bakar ini, kini ada lampu indikator injeksi di panel speedometernya. Lampu ini langsung menyala ketika mesin mulai dihidupkan. Lampu ini akan berkedip menunjukan kerusakan sistem injeksi.


Sesaat setelah mesin hidup, gas langsung dibuka performa Supra X 125 Helm In PGM-FI juga tak jauh berbeda. Tetap halus, tapi terasa sedikit lebih responsif ketika gas mulai dibuka. Makin tinggi putaran mesin rasanya sama saja.

Meski impresinya sama saja, tapi Honda yakin motornya ini lebih hemat bahan bakar hingga 5 persen dibanding versi karburator. Begitu juga dengan perawatannya yang lebih mudah.Harga motor Honda Supra X 125 Helm In PGM-FI Rp15.850.000 beda Rp.250rb denga versi karburator. Ada 3 pilihan warna bagi peminat motor Honda Supra X 125 Helm In PGM-FI yaitu Superior Red, Imperial Violet, dan Emperor Blue.
 
Berikut Spesifikasi Motor Honda Supra X 125 Helm IN PGM-FI 
Panjang X lebar X tinggi : 1.932 x 711 x 1.092 mm
Jarak Sumbu Roda : 1.258 mm
Jarak terendah ke tanah : 135 mm
Berat kosong : 107 kg
Tipe rangka : Tulang punggung
Tipe suspensi depan : Teleskopik
Tipe suspensi belakang : Lengan ayun dengan sokbreker ganda
Ukuran ban depan : 70/90 17 M/C 38P
Ukuran ban belakang : 80/90 17 M/C 44P
Rem depan : Cakram hidrolik, dengan piston tunggal
Rem belakang : Cakram hidrolik, dengan piston tunggal
Kapasitas tangki bahan bakar : 5,6 liter
Tipe mesin : 4 langkah, SOHC
Diameter x langkah : 52,4 x 57,9 mm
Volume langkah : 124,8 cc
Perbandingan Kompresi : 9,3 : 1
Daya Maksimum : 9,63 PS / 7.500 rpm
Torsi Maksimum : 1,08 kgf.m / 5.500 rpm
Kapasitas Minyak Pelumas Mesin : 0,7 liter pada penggantian periodik
Gigi Transmsi : 4 kecepatan rotari / bertautan tetap
Pola Pengoperan Gigi : N-1-2-3-4-N (rotari)
Starter : Pedal dan elektrik
Aki : MF 12 V 3,0 Ah
Busi : ND U20EPR9, NGK CPR6EA-9
Sistem Pengapian : Full Transisterized, Battery

Ducati 848 Evo




In 1994, when Ducati launched the 748 with the exact silhouette of the 916 it truly was a baby superbike.
In 2003 the 749 carried on fighting the Supersport fight but then in 2008 Ducati launched the 848 and not the 750 or 751 you might have reasonably expected. An additional 100cc might not sound like a big deal, but the 848 was ruled out of competing in the Supersport class and since then it's always been the odd one stood in the corner of the 600 supersport party.
Strange how, at 849cc - just 67cc off the original 916 - it's still managed to keep its baby superbike image and yet it's putting out more power than the original 916 did. I dynoed the 848 EVO at PDQ and it made 124bhp at the rear wheel, in comparison to a good 916 that made around 115bhp. 10 years ago you probably wouldn't have thought about stepping off a Hornet 600 and onto a 916 but the 848 seems like a logical step, what with its 'baby superbike image' firmly intact.
Now, for 2011, Ducati have eked out more horsepower from the 848 and called it the 848 EVO.
The list of modifications is extensive, are you ready? A re-worked head, new pistons to increase compression ratio from 12:1 to 13.2:1, modified intake ports, a new camshaft giving higher lift, 4mm larger throttle bodies now at 60mm and the rev-ceiling increased by 500rpm to 11,300. The resulting power gain? 6bhp.
Even though we all crave power, the best change Ducati have made is ditching the 848's front brakes. Gone are the two-piece cast Brembos in favour of the one-piece monobloc Brembos as used on the 1198. Although the new brakes still chomp on the same 320mm discs, the difference is huge.
On the road, it's hard to claim you can feel that extra 6hp, but the way you ride the EVO has changed from the standard 848. Even though the 848 never lacked torque, it never felt that happy being ridden into the redline. The EVO now sits a lot happier in the upper rev range.

The way the 848 EVO delivers its power is absolutely perfect for the road. At the top of Ducati's range is the 1198SP which frankly twiddles its thumbs and rolls its eyes at your pathetic attempts to give it anything worthwhile to do. The 848 EVO however wants to get stuck in. I prefer to short-shift on the road and not sit at crazy revs and the EVO's more than happy to run like this. Roll-on from top-gear at 40mph is surprisingly eager, there are no surprises with the power delivery but to get what the Ducati engineers intended from the motor you have to rev it right out. The sound it makes past 11,000rpm is epic and addictive and that's just on the standard cans.
If you've ever had your bike setup on the dyno then you'll know how it feels sharper and the throttle response that bit crisper, the EVO feels exactly the same; super precise throttle response and really clean delivery throughout the revs.
When it comes to road manners, the 848's chassis is superb. While the front end is light and the bars wag over bumps and changes in surface, the whole bike feels planted underneath you. There's never a moment when you feel like the EVO isn't going to go in the direction you want it to and while it definitely reacts to changes in the surface it never gets into a flap. The handling, like the engine, is lively and involving and really makes you feel like you're the one in control.
The new brakes are so good they're funny. One finger is all you need and if you only had half a finger, that would do too. The difference between the new and old calipers is this EVO's real strong point, even though it'll be the power hike that gets most people's interest. The initial bite from the monobloc calipers is way more powerful than the older two-piece versions and that power just builds and builds. You'll definitely get the most from the new brakes on the track but even on the road, they feel tight and once you're used to them, you can brake so much harder with much less effort.
The Pirelli Diablo Supercorsa SP tyres really show off how good the EVO's package is. It frustrates me when a manufacturer brings out a decent bike and skimps on the tyres. No-one wins. The Supercorsa SPs are standard tyres on the EVO and you absolutely won't want to look elsewhere.
I managed to get 100 miles up on the clocks from the 15.5 litre tank before the reserve light came on and then got to a petrol station 15 miles later. I was pretty sure the EVO could do better than that, so we hung on and got to 29 miles on reserve before I bottled it and filled up. A 100 mile range would be pitiful but 120 gets the 848 into an acceptable standard.
The 848 sits in weird territory. When you walk into a Ducati showroom it's the entry-level sportsbike but there's no way it's a bike I'd recommend to inexperienced riders.
Even though it can be dosile, it's also a potent package. For the experienced rider, on the road it's a far better bet than an 1198SP. Trouble is, it lacks the 'man points' most bikers seem to go for if my local bike meet is anything to go by.

Ducati 1199 Panigale



We finally have the highly anticipated Ducati 1199 Panigale before us in the flesh.  What Ducati describes as its “most ambitious project in history” the 1199 Panigale represents a “new benchmark” among sportbikes.  The Superquadro engine is allegedly “the most powerful twin-cylinder ever produced” and powers an incredibly light machine . . . Ducati claims 361.5 pounds dry!  Not surprisingly, it comes with advanced electronic controls, including traction control and even ABS.  Peak horsepower is claimed to be a remarkable 195 hp.  Here are all of the details from Ducati:
Teatro Dal Verme (Milano), 7 November 2011- Ducati has unveiled the long-awaited 1199 Panigale Superbike alongside its entire 2012 range in a stylish Press Conference at the Teatro Dal Verme in Milan, Italy. Setting a new benchmark in the motorcycle industry with theirground-breaking and innovative new Superbike, the Italian manufacturer’s incredible line-up of dream motorcycles are now set to be exhibited from 10-13 November at EICMA 2011, the 69th edition of the Milan International Motorcycle Show.
The impressive theatre presentation of Ducati’s 2012 models also gave Gabriele Del Torchio, President of Ducati Motor Holding, the opportunity to announce thepositive business performance of the Bologna-based company. In a market challenged by economy difficulties, Ducati has continued to increase its market share, production volumes and global sales, confirming their solid position and underlining the efficient and well-organized business structure that will now serve the company in the coming years.
“It is the hard work of all the men and women at Ducati that has resulted in the positive results that I present today and it validates the strategy we followed during the period 2007-2011,” said Gabriele Del Torchio during the conference. “Thanks to our focus on product development, increased investment and our work to maintain the desirability of our brand around the world, I take great satisfaction in announcing that 2011 has been the most successful year in the history of Ducati.”
“Sales of approximately 42,000 motorcycles have generated revenues of €480m, a 20% increase over the previous year and just reward for our highly innovative products. It gives us the confidence to believe in the pillars of our strategy and to continue on our ‘mission’ to be specialist leaders of the sportbike segment by further developing innovative and class-leading motorcycles.”

“All of this has enabled us to present the incredible new 1199 Panigale, the newbenchmark in the sportbike arena. Without doubt, this has been the most ambitious project in Ducati’s history and underlines our engineering excellence and ‘product emotion’, an aspect of our brand, which, in such a competitive market place, has become more important than ever. This motorcycle represents pure Italian style, the reference point for performance and a safety-enhanced, confidence-inspiring experience for our customers on road and track.”
“We are particularly proud to have created a special ‘Tricolore’ version of this new motorcycle, in the red, white and green of Italy. What better occasion to celebrate the 150th anniversary of our national flag and underline our role and responsibility as ambassadors of the title ‘made in Italy’, than with a product of such style and technical excellence.” Following Mr.Del Torchio’s announcement, Ducati Motor Holding General Manager, Claudio Domenicali, proceeded to release the details of the 2012 models with particular focus on the 1199 Panigale.
“Throughout our long and successful twin-cylinder history of racing, Ducati has never built a sportbike as advanced as the 1199 Panigale,” said Claudio Domenicali during hispresentation. “We are moving into a new generation with a ‘revolution’ of the species that establishes new limits for the category. Its Desmodromic heart, the new Superquadro engine, is the most powerful twin-cylinder ever produced and represents the base of a new concept of frame and engine integration. This concept enables the 1199 Panigale a dry weight of just 164kg and gives it ariding sensation that is closer than ever to a full race bike. With revisedergonomics, full Ride-by-Wire engine management and enhanced systems of ABS and traction control, we have controlled the beast within the 1199 Panigale so that the full emotion of this motorcycle can be enjoyed easily and safely.”
Indeed, the 2012 DucatiSuperbike family marks the official introduction of the groundbreaking 1199Panigale, 1199 Panigale S and flagship 1199 Panigale S Tricolore and opens a new chapter in the company’s iconic Superbike history. Available early in 2012, Ducati’s new generation Superbike, goes beyond the barriers of motorcycle design and engineering to set the most extreme benchmark ever and the direction for future sport bikes. Developed in the red-hot environment of racing and designed to raise the performance bar to its highest, the 1199 Panigale uses innovative Ducati Corse-derived solutions to make World Championship level technology available to everyone.
The most high tech, most powerful twin-cylinder production engine on the planet is now anintegral part of an innovative monocoque chassis that combine to deliver anastonishing 195hp from 164kg (361.5lb) of futuristic Italian thoroughbred. The highest production motorcycle power-to-weight and torque-to-weight ratios in the world are fitting trophies for the incredible results that Ducati have achieved. Bred for the track and trained for the road, priced at $17,995(USD) for the standard version, $22,995(USD) for the “S” version, $23,995(USD) for “S” version with ABS and $27,995(USD) for the Italian heritage-inspired Tricolore version, the new 1199 Panigale is a true revolution of the species destined to influence the entire sportbike environment.
With the click of a button, Ducati’s Riding Mode concept delivers performance with enhanced rider confidence by combining seven class-leading technologies. The latest-generation sports ABS system, Ducati Traction Control (DTC), Ducati Electronic Suspension (DES), Ducati Quick-Shift (DQS), Ducati’s new race-derived Engine Brake Control (EBC) and Ride-by-Wire (RbW) are now all programmed into seamless, electronic rider assistance. Even the full color Thin Film Transistor (TFT) display changes to suit the rider’s environment.
State-of-the-art from the ground up and melding latest technologies with exciting new familyfeatures, the 1199 Panigale is totally “Ducati” in every respect. Its no-compromise approach to sport design and stylish attention to incredibly fine detail presents authentic Italian performance at its purist. The highly successful 848EVO and new for 2012, 848EVO Corse Special Edition with enhanced electronics, suspension and stunning Ducati Corse livery, complete an incredible 2012 Ducati Superbike range.
2012 sees the excellent new Streetfighter 848 take its place alongside the awesome firepower of the Streetfighter S to broaden the stylish and exciting, high-performance naked family. The new 848 fighter is dressed in red with a red frame for Ducati traditionalists, while yellow makes a comeback and the stunning dark stealth scheme underlines the Streetfighter’s aggressive image. The Streetfighter S comes to the fight in Ducati red and the brand new for 2012 “race titanium matte”, both schemes with red frames and black wheels. 

The innovative Ducati Diavel introduces a new Cromo model for 2012, in addition to the Diavel AMG Special Edition, recently unveiled at the Frankfurt Motor Show. First introduced to an excited public at the 2010 Milan International Motorcycle Show, the Ducati Diavel went on to amaze motorcyclists the world over, collecting awards along the way and becoming one of Ducati’s top selling models. For 2012, the groundbreaking Ducati is available in four exciting versions. The standard Diavel, and theDiavel Carbon – with a character-forming mix of aesthetic and performance components – now stand alongside the brand new and stunning Diavel Cromo and the exclusive Diavel AMG Special Edition.
The press conference for Ducati’s 2012 model range also presented an opportunity for the company to celebrate the winning of the Riders’ and Manufacturer’s titles in the 2011 World Superbike Championship with Carlos Checa and Riders’ and Manufacturers’ titles in the 2011 Superstock 1000 FIM Cup with Davide Giugliano. Both riders rode Team Althea Racing Ducati 1198s to their respective victories and both bikes will be proudly shown on the Ducati stand at EICMA2011.
The entire 2012 Ducati motorcycle range in addition to new accessory and apparel collections will be on show at EICMA 2011 in Milan on stand G64 of hall 18 from 10-13 November.

2011 Ducati Monster 796


With the new 2011 Monster 796, Ducati has completed its line-up of air-cooled standards. It's a throwback to the old 800 and places itself right in the middle between the entry level 696 and the more ferocious 1100.
All the Monsters feel very light, small and easy to handle; despite the muscular stance, the rider doesn't need any muscle at all. The 796 is slightly different ergonomically than the 696 and its big brother the 1100. The seat height is a bit higher than the lesser-, and slightly lower than the larger-, capacity Monster. The wide handlebar gives a very good control of that stumpy front end, directional changes are easy, and the feel is feather-light.
If you're a medium-tall to tall rider, you'll have constant trouble reading the instruments when riding in high concentration mode, such as in the inner city or on a congested highway. There's nothing pleasant about the instrument panel, so I ignored it completely to such a degree that I forgot to take accurate note of fuel consumption and such things.
The only highly visible indication on the console is the gear change light, which is handy when ripping it up on a fast B-road. Hopefully I didn't rack up too many speeding tickets, as I hardly used the speedometer at all during my test.
Nobody, least of all me me, cares really about any practical detail on a Monster. I treat a Monster like a Monster should be treated, and with such a fantastic chassis and big bike wheels and tires, it's mostly a case of having as much fun as possible all the time. The Monster 796 is a willing and capable participant in wheelies, stoppies, and burnouts.
The 803cc air-cooled L-twin engine has enough extra oomph over the 696 to make it a viable upgrade. The power test of rolling off and then hard on in first gear does reveal the extra capacity in the shape of a front wheel lift, which the 696 is incapable of. No such thing happens in second gear, which does happen on the 1100.
The 803cc engine produces a claimed 87 horsepower @ 8250 rpm and 58 ft/lbs of torque @ 6250 rpm but, despite achieving good first to third gear acceleration, the top three gears are useless for slow speed stingy riding. The 796 likes its revs a lot more than the 1100, which is only natural. You can't let the revs go all the way down to 1000 rpm in top gear and still get massive pull.
Most Ducati's are performance motorcycles and that goes also for the 796. The acceleration above 100 mph is still strong and I felt it had all the high speed potential that it needs. You're not really protected from the wind at all despite a small cowling being in place so it was enough for me to know that the engine is still pulling well above 100 mph.
The clutch is light years away from the last generation Monster's, and just as good as its siblings with a light and precise action. The brakes are easy to modulate and provide all the power you need to stop the 368-pound lightweight medium Monster. What always makes a Ducati chassis is that light tubular frame and single sided swingarm and whilst the 696 must do with a double-sided swingarm both the 796 and 1100 features the single-sided one.
The suspension is, for Ducati, fairly basic, but still good enough under hard riding not to bottom out and there's enough feel to have plenty of fun even though they're not Ohlins. The package consists of a 43mm USD fork and an adjustable mono shock at the back.
In town the Monster 796 is nearly perfect and lane splitting is a piece of cake. Not many bikes can take you quicker from A to B in the city center in rush hour than a Monster of any size. I had perfect control of both throttle, brakes and clutch at all times and the balance of the bike is perfect. The fact that the Monster 796 is so light helps a lot, too.
The Monster 796 is a natural town expert but also very enjoyable on twisty B-roads thanks to the Ducati trademark chassis. On the highways, you'll be as bothered by the wind as on other naked motorcycles, but engine performance is sufficient for lots of miles both slow and fast.
To avoid vibrations the engine has got a sweet spot that doesn't correspond quite right with the freeway speed limits, and I often went down a gear to find that spot. The midrange is good, but higher up in the rev range than a full on liter bike. The Monster 796 is not so strong below 6000 rpm, but it can be ridden at lower rpm, which turns the bike into Monster Light.
This leaves you with a choice of three distinct Ducati Monsters in 2011. The 696 for the least demanding riders, the 1100 for those who consider high-performance to be a mandatory feature of every motorcycle, and the 796 that slips right in-between them.
2011 Ducati Monster 796 | Motorcycle Specifications
Chassis
Frame: Tubular steel Trellis frame
Wheelbase: 1450mm (57.1in)
Rake: 24°
Front suspension: Showa 43mm upside-down forks
Front wheel travel: 120mm (4.7in)
Front wheel: Y-shaped, 5-spoke in light alloy 3.50 x17
Front tyre: 120/70 ZR17 Pirelli Diablo Rosso
Rear suspension: Progressive linkage with preload and rebound Sachs adjustable monoshock
Rear wheel travel: 148mm (5.8in)
Rear wheel: Y-shaped, 5-spoke in light alloy 5.50 x 17
Rear tire: 180/55 ZR17 Pirelli Diablo Rosso
Front brake: 2 x 320mm discs, 4-piston radial caliper
Rear brake: 245mm disc, 2-piston caliper
Fuel tank capacity: 15l - 3.8gallon (US) / 13.5l - 3.6gallon (US) ABS version
Dry weight: 167kg (369lb) / 169kg (373lb) ABS version
Instruments: Digital unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, oil temperature, trip fuel, air temperature, lap time, warning light for low oil pressure, fuel level, fuel reserve, neutral, turn signals, overrev, immobilizer. Ready for DDA system
Warranty: 2 years unlimited mileage
Body Colour (frame/wheel): Red (red / back) - Arctic white silk (red / back) - Diamond black silk (red / back) - Monster Art colours (red / back)
Versions: Dual seat
Seat height: 800mm (31.5in)
DDA: System-ready for Ducati Performance accessory
DTC: Not available on this model
ABS: Available upon request
Engine
Type: L-Twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Displacement: 803cc
Bore x Stroke: 88 x 66 mm
Compression ratio: 11:1
Power: 64kW - 87hp @ 8250rpm
Torque: 8.0kgm - 58lb-ft @ 6250rpm
Fuel injection: Siemens electronic fuel injection, 45mm throttle body
Exhaust: Lightweight 2-1-2 system with catalytic converter with twin lambda probes
Transmission
Gearbox: 6 speed
Ratio: 1st 32/13, 2nd 30/18, 3rd 28/21, 4th 26/23, 5th 22/22, 6th 24/26
Primary drive: Straight cut gears; Ratio 1.85:1
Final drive: Chain; Front sprocket 15; Rear sprocket 39
Clutch: APTC wet multiplate with hydraulic control
Emissions
Standard: Euro 3 (Europe version) - USA: follows the US Federal Regulation
MSRP: $9,995.00 USD

- 2012 Suzuki GSX-R1000




2012 Suzuki GSX-R1000 Review
Suzuki's legendary GSX-R1000 Superbike has just got a whole lot better, as the new 2012 model incorporates elements learned from Suzuki's global race teams and on-track successes.
Once again, the best keeps getting better. Introducing the new 2012 Suzuki GSX-R1000. Suzuki engineers have thoroughly redesigned the engine, chassis, suspension, and bodywork to create a supersport bike that is more dominant than ever. With refinements ranging from a new titanium 4-2-1 exhaust system to completely redesigned pistons, the engine rewards you with quicker acceleration, crisper throttle response and improved fuel efficiency. The chassis, suspension and braking systems are also refined for enhanced performance and a reduction in weight of over four pounds.
Faster evolution is a hallmark of the GSX-R1000’s engine. And 2012 brings another quick step ahead. Reaffirming the legendary motorcycle’s claim to the top are improved throttle response, increased power and acceleration at mid-range engine speeds, and better fuel economy.
For 2012, the GSX-R1000 lets everyone know at a glance that it's the latest generation of the championship-winning supersport bikes that have dominated racetracks around the world. It features new colors and a variety of new styling elements, including new sporty instruments, new black fork tubes and new red pinstripes on the wheels. Put it all together and the GSX-R1000 offers incredible engine performance from idle to redline, smoother suspension performance, even more responsive handling and superior braking performance - exactly what you need to Own The Racetrack.

Information from the Suzuki MotoGP team and the GSV-R, through to Superbike and Supersport teams around the world have improved Suzuki's road-going machine following its hands-on R&D testing at the top level of global competition, which also includes World Endurance racing with reigning and ten-times World Champions, Suzuki Endurance Racing Team.
Suzuki's latest generation of the Championship-winning GSX-R machines that have dominated racetracks around the world, features new colours and a variety of new styling elements, including new instrumentation, new black fork tubes and new red pinstripes on the wheels. The GSX-R1000 offers incredible engine performance from idle to red line, smoother suspension performance, even more responsive handling and superior braking performance - everything needed to Own The Racetrack.
Engine highlights include the adoption of MotoGP-derived finite-element-analysis and fatigue-analysis techniques, which allow for newly-developed pistons that are now 11% lighter and aid acceleration and overall performance. This combined with a finer material for engine tappets shaves a further 2.5 grams off per tappet, resulting in optimized valve lift with a revised exhaust cam profile for a slight reduction in valve overlap. Compression ratio is also increased from 12.8:1 to 12.9:1.
Along with Brembo Monoblock callipers, the 2012 GSX-R1000 features further chassis enhancements that offer greater maneuverability thanks to a reduction in weight for the front tire and axle, offering superior unsprung weight advantages.

Own The Racetrack
Since its launch more than a decade ago, the GSX-R1000 has been synonymous with the invitation to Own The Racetrack.
Shaving 2kg from its kerb weight, the new GSX-R features a multitude of updates such as Brembo’s highly acclaimed Monoblock calipers for incredible braking and engine revisions that provide even more mid-range power making this the very best GSX-R1000 we’ve ever produced: The Top Performer.
The latest advances in engine technology are remarkable in their ability to boost performance potential and fuel efficiency. Chassis enhancements deliver even better control. And styling refinements evoke the performance and handling advances.
Faster evolution is a hallmark of the GSX-R1000’s engine. And 2012 brings another quick step ahead. Reaffirming the legendary motorcycle’s claim to the top are improved throttle response, increased power and acceleration at mid-range engine speeds, and better fuel economy.
The 2012 GSX-R1000’s engine combines advances in design, performance, and fuel efficiency with the fundamental elements that helped to create the GSX-R legend. Key benefits include better throttle response, more power and acceleration at mid-range engine speeds, and approximately 8% better fuel economy*.
The most visible advance is a switch from two exhaustss to a single exhaust. The 4-2-1 exhaust pipe is made of stainless steel, and the material is thinner for lightness. The catalyzer has more cells than that of the previous model, so it gives uncompromised emission control together with compactness and lightness. The overall exhaust system is considerably lighter than the previous one. The single exhaust and a revised exhaust-pipe length enhance output at low and mid-range engine speeds, so acceleration is quicker. Plus, less weight at the back of the bike means better dynamics.
Advances inside the engine begin with the pistons. Suzuki used finite-element-analysis and fatigue-analysis techniques honed in development of MotoGPracebike engines to make the pistons lighter without compromising their strength and durability. The piston-pin bosses are narrower. The piston skirts are newly shape-optimized, with asymmetry between the intake and exhaust sides. The pistons are newly optimized in terms of overall rigidity balance and are consequently 11% lighter. And the pistons’ valve recesses are smoother for better combustion efficiency. The benefits are more torque and better acceleration at low and mid-range engine speeds, better throttle response, and lower fuel consumption. The performance advantages translate into quicker acceleration out of corners on the racetrack.
Each bore in the integrated aluminium-alloy cylinder-block/upper-crankcase casting is plated with Suzuki’s own race-proven nickel-phosphorus-silicon-carbide coating, which reduces friction, improves heat transfer, durability, and ring seal, and is known as Suzuki Composite Electrochemical Material ( SCEM ).
The ventilation holes in the sides of each cylinder bore embody advances in that they’re pentagonal rather than rectangular. The greater opening area makes the crankcase lighter. It also means lower pumping losses and accordingly better combustion efficiency. Here too, the benefits are more torque and better acceleration at low and mid-range engine speeds, better throttle response, and lower fuel consumption.
Thinner material for the tappet skirts means a weight saving of 2.5 grams per tappet. The reduced inertial mass gave Suzuki the freedom to optimize the valve lift curve. Consequently, Suzuki used MotoGP technologies to revise the exhaust cam profile for a slight reduction in valve overlap (the period when the intake and exhaust valves are both open), thereby increasing the engine’s racetrack performance potential.
Suzuki adopted race-proven specifications and technologies elsewhere in the engine. A bore of 74.5mm and a stroke of 57.3mm realize great performance potential. Optimally shaped combustion chambers and an increased compression ratio of 12.9:1 (up from 12.8:1) promote low-range and mid-range performance and help to realize a broad torque curve. The valve sizes are 31mm on the intake side and 25mm on the exhaust side. And a short intake camshaft combines with location of the cam angle sensor in the centre of the exhaust camshaft to allow a cylinder-head shape that saves weight.
The close-ratio six-speed transmission’s input and output shafts are triangulated with the crankshaft. The crankshaft is positioned optimally forward in the case relative to the cylinder centre line; the transmission input shaft is in an optimally high position; and the transmission output shaft is in an optimally forward position. The shaft positions allow the engine to be optimally short from front and rear. Plus, the crankshaft assembly is simple (consisting of just two bolted-together sections) and accordingly light.
The single vibration-reducing counterbalance shaft in front of the crankshaft has an optimally small bearing diameter of 20mm for low mechanical losses.
The race-proven ramp-and-cam design of the back-torque-limiting clutch reduces pressure on the plates during deceleration, producing smoother downshifting and corner entry and allowing the track rider to concentrate on braking and cornering.
A large radiator with an efficient trapezoidal shape developed for factory team racebikes helps to keep the engine temperature consistent; it helps to ensure efficient combustion and consistent power delivery while allowing the use of narrow bodywork for low drag. The engine oil cooler also has a trapezoidal shape instead of a more conventional rectangular shape, so it allows the lower fairing to be narrow for low drag.
An engine control module ( ECM ) provides state-of-the-art engine management and has newly optimized settings to suit the engine refinements and single muffler.
A key technology under the ECM’s control is the latest version of the downdraft double-barrel Suzuki Dual Throttle Valve ( SDTV ) throttle bodies introduced on the first GSX-R1000 .
The SDTV system has two butterfly valves (primary and secondary) in each throttle-body barrel. The primary valve is controlled by the rider via the twist grip, and the secondary valve is controlled by the ECM . As the rider opens and closes the primary valve, the ECM reads the throttle position, engine speed, and gear position and incrementally adjusts the secondary valve to maximize the intake-charge velocity. The ECM thereby enhances combustion efficiency, makes throttle response more linear, and improves low-end and mid-range torque.
Each throttle body feeds one cylinder, and each throttle-body barrel carries two ultra-fine-atomization, 12-hole injectors. Each cylinder’s primary injector is aimed at a steep, 30-degree angle down the intake port to optimize fuel atomization and operates under all conditions. The secondary injector is aimed at the secondary throttle valve and operates to add fuel for high-engine-speed, high-load conditions. The amount of fuel delivered by each primary injector is calculated by the ECM in accordance with the engine speed, intake pressure, and throttle position. The amount of fuel delivered by each secondary injector is calculated by the ECM in accordance with the engine speed and throttle position.
The ECM also has an Idle Speed Control ( ISC ) function. It enhances cold starting, reduces cold-start emissions, and stabilizes engine idling under diverse conditions by automatically regulating the volume of fresh air fed into the throttle-body idle circuits in accordance with the coolant temperature.
The ECM also controls the ignition timing and spark advance based on advanced 3D mapping. The ignition timing reflects new enhancements in precision. Spark plugs with iridium-alloy electrodes produce strong sparks for optimal combustion.
A Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve in the exhaust pipe helps to maximize torque throughout the rev range in diverse running conditions by optimizing the exhaust-system back-pressure in accordance with the engine speed, throttle position, and gear position. The exhaust pipe also incorporates an oxygen sensor. The ECM uses data from the oxygen sensor to adjust the fuel injection for cleaner combustion. The catalyzer in the exhaust system further suppresses emissions of hydrocarbons ( HCs ), carbon monoxide (CO), and nitrogen oxides ( NOx ).
An ECM-controlled Suzuki Pulsed-secondary AIR-injection (PAIR) system injects fresh air from the airbox into the exhaust ports in accordance with the engine speed and throttle position, thereby further reducing emissions by promoting the ignition of unburned HCs .
The unique Suzuki Drive Mode Selector ( S-DMS ) system allows the rider to select from three fuel-injection and ignition-system maps, thereby adjusting power delivery to suit personal preferences.
A button on the left handlebar control module lets the rider instantly switch between the three maps, which are displayed as “A”, “B”, and “C” on the instrument panel.
The “A” setting yields sharp throttle response throughout the throttle-opening range to realize maximal power delivery. The “B” setting yields relatively soft throttle response up to the middle of the throttle-opening range. The “C” setting yields relatively soft throttle response throughout the throttle-opening range by reducing engine power.
Using the system, the rider can use one map for one part of a racetrack and another map for another part of the racetrack. Or the rider can choose one map for a high-speed racetrack and another map for a tighter racetrack. Or the rider can choose the optimal maps for rainy, mixed, and wet conditions.
On the street, the rider can select maps to suit personal preferences in diverse riding situations. For example, the rider can choose one map for tight, twisty roads and another for high-speed cruising.
Much more than an all-powerful engine separates the GSX-R1000 from the pack. The key is total integration of every element of the bike, which brings forth an intuitive connection between rider and machine. With superior balance and precise control, the GSX-R1000 rider can take maximum advantage of the winning performance.
The 2012 GSX-R1000’s chassis represents an evolution in terms of cornering and stopping performance—an evolution that gives the rider even greater control and allows the rider to take better advantage of the engine performance.
The chassis retains the basic elements that have contributed to the GSX-R1000 legend: A twin-spar frame that’s welded together using just five cast aluminium-alloy sections. An aluminium-alloyswingarm that’s welded together using just three castings and is arched to allow the muffler to be tucked in tightly. A short wheelbase for nimble handling on the racetrack. And a long swingarm that enhances traction and acceleration out of racetrack corners while resisting rear suspension squat.
Evolutionary advances can be seen in the front brakes, front forks, front and rear tyres , and front axle. Together, they take the GSX-R1000 to even higher levels of controllability and performance.
The front disc brakes are newly equipped with top-of-the-line radial-mount Brembomonobloc calipers.
The monobloc calipers are lighter and more rigid than conventional bolt-together calipers and give better feedback to the rider. Increased piston diameters mean better braking performance. Also, Suzuki reduced the disc thickness from 5.5mm to 5.0mm for lightness and adopted a more durable material to ensure undiminished heat resistance. The calipers and discs are 130 grams lighter overall.
Superior braking performance combines with hard-braking stability yielded by enhanced front forks to realize great capability on the racetrack. To highlight the superior braking performance, the new calipers have gold colouring with red lettering.
The 2012 GSX-R1000 carries forward the Big Piston Frontfork ( BPF ) design, which eliminates the need for a cartridge assembly in each fork leg and instead has a single, 39.6mm upper piston riding against the inside wall of each inner fork tube.
Advantages of the BPF design include highly effective valving , with well-controlled compression giving great feedback to the rider. Low stiction and minimal changes in internal fork pressure mean good response to small bumps. The fork springs are fully submerged in oil, so oil foaming is minimized and damping is accordingly consistent. Rebound and compression valving adjustment screws are indented into the fork caps. Spring preload is adjusted at the bottom of the fork leg assembly. Also, the BPF design simplifies fork maintenance because the entire damping assembly can be quickly pulled out of the top of each fork leg and replaced without complete disassembly of the forks.
New enhancements include a reduction of 7mm in overall length, a reduction of 5mm in stroke, and softer suspension settings that accommodate the bike’s lower weight and the shift in centre of gravity that resulted from the switch from two mufflers to one. The softer settings improve shock absorption early in the stroke, thereby improving grip. When the rider leans on a curve or switches direction on a tight S-bend, the bike feels better controlled and more predictable. The bike is more stable even under hard braking on the racetrack. More grip also allows the rider to open the throttle wider. The softer suspension settings also yield great roadholding while the rider is using less throttle on public roads.
The new GSX-R1000 also retains the rear suspension system that was so effective on its predecessor. A Showa rear shock works through an aluminium-alloy linkage mounted on the swingarm , with extruded aluminium-alloy link rods connected to the frame. The layout reduces the lever ratio as the rear wheel moves upward, making the suspension more progressive and responsive, thereby increasing traction over pavement ripples while ensuring smooth response over bigger bumps. The shock has adjustable rebound damping, spring preload , and high-speed and low-speed compression damping.
An electronically controlled steering damper uses the ECM to monitor the bike’s speed and adjusts itself for lighter steering at lower speeds and for more damping force at racetrack and highway speeds.
The new GSX-R1000’s front tyre is lighter than that of the previous model, and its front axle is lighter since it has an outer thread and a nut rather than the previously used hollow bolt and inner thread. The bike’s unsprung weight (the weight of the components between the suspension and the ground) is accordingly lower. The unsprung weight has a huge effect on the tyres’ability to stay in contact with the racetrack surface. More contact means more traction, which is especially important when the rider accelerates out of a corner or trail-brakes into the apex of a corner. Newly improved tread patterns on the front and rear tyres also contribute to sharper handling.
The front and passenger seats are covered with new high-grip leather, so the rider enjoys greater stability while accelerating on the racetrack.
The wiring harnesses that run throughout the chassis are lighter than those of the previous model thanks to a new waterproofing method.
Thanks to Suzuki’s uncompromising efforts to shave excess weight, the 2012 GSX-R1000 is 2kg lighter than its predecessor. The lower weight and precise weight balance allow higher speeds on straightaways and corners, so they translate into faster laps.
As well as delivering world-beating performance and handling, the GSX-R1000 never backs down from the challenge of giving its riders the winning look. Sharp, clean, edgy styling and a new interpretation of Suzuki’s famous racing colours highlight The Top Performer’s unmistakable identity and its ongoing evolution.
The GSX-R1000’s styling is sharp, edgy, and clean. And thanks to extensive wind-tunnel development, it contributes to outstanding performance. A wide upper fairing cuts turbulence and drag while offering great wind protection. A narrow lower fairing also cuts drag. Suzuki Ram Air-Direct ( SRAD ) intakes are close to the centre line of the fairing nose, where air pressure is highest while the bike is moving. Sharply creased fairing sides have a layered shape that enhances the flow of cooling air through the radiator and away from the rider. The fairing lowers extend rearward to smooth the flow of air over the muffler.
Newly evolved styling details evoke the bike’s newly enhanced performance and handling. The single muffler makes the bike look lighter and nimbler. The wheels have red pinstripes punctuated by “R” logos that highlight the bike’s identity. The outer tubes of the front forks are black (rather than the previously used gold) to complement the gold-and-red colouring of the Brembomonobloc calipers. Black surfaces have an exquisite matte finish. The rear combination lamp has a new LED layout for lower weight. And the bike’s identity is emphasized by bigger “GSX-R”graphics and more extensive use of Suzuki’s signature blue colour on the bodywork.
The seat is designed to be comfortable and to complement the overall styling. The relative positioning of the seat, handlebars, and footpegs also contributes to riding comfort. The footpegs can be adjusted to any of three positions in a 14mm horizontal and vertical range. The rear brake pedal and master cylinder move with the right footpeg assembly, and the shift-lever linkage can be adjusted to accommodate changes in the position of the left footpeg .
The instruments have a sportier new GSX-R look thanks to a black dial for the analogue tachometer.
The proven instrument-cluster design includes LCD indications for the speedometer, an odometer, dual trip meters, a reserve trip meter, a clock, the coolant temperature, the oil-pressure, a gear-position indicator, a laptimer /stopwatch, an S-DMS indicator, and a bar graph showing the brightness of the instrument illumination. There are four LEDs for a programmable engine speed indication system. There are also LEDs for fuel injection, low fuel, neutral, high beam, coolant temperature/oil pressure, and turn signals. An LED that shows immobilizer activation is also included where relevant.
The right handlebar control module incorporates a speedometer display mode switch that can be used to trigger the laptimer /stopwatch.
Building a winning motorcycle is not simply a matter of maximizing power or minimizing weight. Victory is not something you can simply bolt on. Separating yourself from the pack requires a total package: state-of-the-art motorcycling technologies in precise balance. You feel it the instant you click the 2012 GSX-R1000 into gear. Off the line, smooth-revving performance born from lighter pistons and other refinements that significantly reduce friction losses gives you an edge. As you shift up, the flow of powerful acceleration is seamless. Heading into the first corner, you have the confidence to start braking a fraction of a second later thanks to the Big Piston Frontfork design, new tyres , and Brembo front brake calipers. Leaning in, you grin at the simplicity of adjusting your line and maintaining your speed thanks to the bike’s lower weight and precise weight balance. It feels like an invitation to extend your lead.
Welcome to the next chapter in the greatest motorcycling legend of modern times. Take yourself to the new edge. Own The Racetrack.
*Fuel economy was measured by Suzuki in the Worldwide Motorcycle Test Cycle ( WMTC ).







 
2012 Suzuki GSX-R1000 Key Features
New Features:
* Thanks to Suzuki's uncompromising efforts to shave excess weight, the 2012 GSX-R1000 is 2kg lighter than its predecessor.
* The 4-2-1 exhaust system, carrying a Suzuki Exhaust Tuning (SET) valve maximizing torque and improving throttle response, particularly in the low-to-mid rpm range. Less weight at the back of the bike means better mass-centralization, which turns into better handling performance.
* Lighter, more durable forged pistons designed with the same Finite Element Method (FEM) and fatigue analysis technology used for MotoGP racing engines, and consequently the pistons are 11% lighter.
* New pentagonal shaped ventilation holes (instead of rectangular shape in previous model) in the sides of each cylinder bore reduce pumping losses due to internal crankcase air-pressure resistance to downward piston movement.
* Optimised camshaft profiles for great racing potential, developed using proven MotoGP racing engine technology.
* Optimally-shaped combustion chambers and an increased compression ratio of 12.9:1 (up from 12.8:1) promote low-range and mid-range performance and help to realise a broad torque curve.
* Thinner material for the tappet skirts means a weight saving of 2.5 grams per tappet. The reduced inertial mass gave Suzuki the freedom to optimise the valve lift curve.
* An engine control module (ECM) provides state-of-the-art engine management and has optimised settings to suit the single muffler which results in better fuel economy and linear throttle response.
* The front disk brakes are equipped with the top-of-the-line radial-mount Brembo Monoblock callipers and lighter Sunstar Engineering front discs.
* Big Piston Front forks (BPF) with an endurance-race-proven design deliver superior feedback and responsive, stable operation and are lightweight. For 2012, suspension settings are refined for the bike's lower weight and the shift in centre of gravity.
* The lightweight and high-grip front and rear tyres reduce unsprung weight for sharp handling.
* Attention to rider comfort includes a carefully-shaped seat with new high-grip leather for better holding feel.
* The wheels have red pin stripes punctuated by "R" logos that highlight the bike's identity.
The bike's identity is emphasised by bigger "GSX-R" graphics and more extensive use of Suzuki's signature blue colour on the bodywork.
* 999cm3 4-cylinder engine with Bore x Stroke of 74.5mm x 57.3mm brings enhanced throttle response across the entire rpm range and high potential for racetrack performance.
The compact engine enabled short wheelbase and 32mm long swingarm at the same time to improve racetrack performance.
* Suzuki Composite Electrochemical Material (SCEM)-plated cylinders integrated into the upper crankcase, reduce friction and improving heat transfer, durability and ring seal.
* 12-hole fuel injectors produce a fine fuel mist for more complete combustion, reducing fuel consumption and exhaust emissions.
* Suzuki Drive Mode Selector (S-DMS) offers push-button selection of three performance settings to suit riding conditions and personal tastes. The switch is located on the left handlebar control module.
* Iridium spark plugs produce a strong spark for efficient combustion.
Large, efficient radiator with a trapezoidal shape developed on Suzuki's factory team race bikes and a trapezoidal engine oil cooler both help reduce drag.
* Race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.
* A lightweight and compact twin-spar frame made of five cast sections, mated with an arched swingarm made of three castings and one-piece die-cast rear sub frame.
* The rear brake system with single-piston calliper contributes to a reduction of unsprung weight.
* Rear shock absorber features adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.
* Electronically controlled steering damper provides lighter steering at slower speeds and more damping force at racetrack and highway speeds.
* Three-way adjustable footpegs, adjustable shift lever and short fuel tank give a more-comfortable and personally-suited riding position.
* The edgy and clean GSX-R1000 styling incorporates fairing and bodywork details aimed at reducing turbulence and drag.
* Distinctive multi-reflector headlight with vertically stacked high and low-beam halogen bulbs centred between position lights on each side.
* On European models, the position lights each has layered lenses with blue colouring on the inside lens for an even sportier look.
* Front and rear turn signals feature clear lenses over amber bulbs.
* Instruments include a silver-ringed analogue tachometer with LCD speedometer. LCD readouts include odometer, dual trip meters, reserve trip meter, clock, coolant temperature/ oil pressure warning indicator, gear position indicator, lap timer/stopwatch, S-DMS setting indicator and bar-graph indicating the instrument lighting level, or brightness.
* Optional single seat cowl can replace the tandem seat for an even more aggressive looks, solo rides or track days.



2012 Suzuki GSX-R1000 Features and Benefits
Engine Features

New 999cc four-cyclinder powerplant is modified to deliver extraordinary acceleration matched by maximum top-end performance of world-class racetrack performance.

Race-proven designs include high-quality titanium valves, forged pistons, shot-peened conrods and large intake and exhaust valves.

New 4-2-1 exhaust system is significantly lighter, contributing to improved agility and handling. It is also tuned to increase mid-range engine power output.

New pistons have been modified using Finite-Element-Method (FEM) and fatigue-analysis techniques honed in development of MotoGP racebike engines. The result is lighter pistons with the same reliability and durability, and increased torque and low- and mid-range rpm levels.

Crankcase is refined with larger pentagonal cut-outs in the sides of each cylinder bore. The shape of the ventilation holes reduces pumping losses due to internal crankcase air-pressure resistance to downward piston movement.

Camshaft profile is optimized to maintain maximum high-rpm performance.

Thinner material for the valves' tappet skirts saves 2.5 grams per tappet, which reduces inertial mass and allows optimization of the valve lift curve.

An Engine Control Module (ECM) provides state-of-the-art engine management and has newly optimized settings to maximize the benefits of the 4-2-1 exhaust system and other engine refinements.

Suzuki Ram Air-Direct (SRAD) air intakes are positioned close to the centerline of the fairing to provide optimum intake efficiency.

Suzuki Dual Throttle Valve (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.

A unique Suzuki Drive Mode Selector (S-DMS) system allows the rider to select one of three fuel injection and ignition system maps, adjusting power delivery to suit personal preference.

Suzuki Composite Electrochemical Material (SCEM) plated cylinders integrated into the upper crankcase helps reduce friction, improve heat transfer, increase durability and provide better ring seal.


Better throttle response, acceleration, and fuel efficiency
Utilising MotoGP design techniques the 2012 GSX-R1000’s 999cm3 engine combines advances in performance, and fuel efficiency with the fundamental elements that helped to create the GSX-R legend. Key benefits include better throttle response, more power and acceleration at mid-range engine speeds, and approximately 8% better fuel economy*.

 

Transmission Features

The back torque-limiting clutch incorporates the Suzuki Clutch Assist System (SCAS) for light clutch pull and optimum clutch performance.


Chassis Features

Twin-spar frame features an exceptionally short wheelbase and uses just five cast aluminum-alloy sections and an aluminum-alloy swingarm with just three castings.

The compact engine allows a longer swingarm and shorter overall wheelbase for improved racetrack performance.

Lightweight 43mm Showa Big Piston Front forks (BPF) are refined to match the GSX-R1000's reduced weight. Their design offers more effective valving, with more controlled compression to deliver better feedback to the rider.

The Showa rear shock works through an aluminum alloy lingage mounted on the swingarm and an extruded aluminum alloy link rod connected to the frame. The rear shock offers adjustable rebound damping, spring preload, and both high-speed and low-speed compression damping.

Electronically controlled steering damper uses the ECM to monitor motorcycle speed and adjust damping force as needed.

Front disc brakes feature new top -of-the-line radial-mount Brembo monobloc callipers.

The rear brake works with a single piston caliper mounted above the swingarm.

New front and rear tires have improved tread patterns and the front tire is 200 grams liter, contributing to lower unsprung weight and sharper handling.

New high-grip leather seat features outstanding holding properties, providing the rider with a great sense of stability when accelerating.


Impressively lower weight
Thanks to Suzuki’s uncompromising efforts to shave excess weight, the 2012 GSX-R1000 is 2kg lighter than its predecessor. The lower weight and precise weight balance allow higher speeds on straightaways and corners, so they translate into faster laps.


2012 Suzuki GSX-R1000 - USA Specifications/Technical Details
US MSRP Price: $13,799 USD

Chassis
Color Metallic Mat Black No.2/Glass Sparkle Black, Metallic Triton Blue/Glass Splash White
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Curb Weight 203kg (448 lbs.)
Final Drive Chain, DID50VAZ, 114 links
Fuel Tank Capacity 17.5 L (4.6 US gal)
Ground Clearance 130mm (5.1 in.)
Ground Clearance 5.1
Overall Length 2045 mm (80.5 in.)
Overall Width 705 mm (27.8 in.)
Overall Width 27.8
Seat Height 810 mm (31.9 in.)
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17 M/C (58W), tubeless
Tires Rear 190/50ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1405mm (55.3 in.)

Engine
Engine 999cc, 4-stroke, liquid-cooled, 4-cylinder, DOHC
Bore Stroke 74.5 mm x 57.3 mm
Compression Ratio 12.9 : 1
Fuel System Suzuki Fuel Injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric

Warranty
Warranty 12 Month Limited Warranty


2012 Suzuki GSX-R1000 - Canadian Specifications/Technical Details
Canada MSRP Price: See Canadian Suzuki Dealer for pricing.

TBA

 2012 Suzuki GSX-R1000 - Australian Specifications/Technical Details
Australian MSRP Price: See dealer for pricing.
TBA

2012 Suzuki GSX-R1000 - UK Specifications/Technical Details
RRP Price: £TBA GBP
DIMENSIONS AND WEIGHTS
Overall length: 2045mm (80.5in)
Overall width: 705mm (27.8in)
Overall height: 1130mm (44.5in)
Wheelbase: 1405mm (55.3in)
Seat height: 810mm (31.9in)
Kerb Mass: 203kg (447.5lbs)
Fuel capacity: 17.5litres (3.8 UK gallons)

ENGINE SPECIFICATIONS
Engine capacity: 999cc
Engine: 4-stroke, liquid-cooled, DOHC
Bore: 74.5 mm x 57.3 mm
Compression ratio: 12.9 : 1
Lubrication: Wet sump
Ignition: Electronic ignition ( Transistorized)
Fuel system: Fuel injection
Transmission: 6-speed constant mesh
Drive: Chain

CHASSIS SPECIFICATION
Front suspension: Inverted telescopic, coil spring, oil damped
Rear suspension: Link type, coil spring, oil damped
Front brakes: Disc,twin
Rear brakes: Disc
Front tyres: 120/70ZR17M/C (58W), tubeless
Rear tyres: 190/50ZR17M/C (73W), tubeless

Price, Specifications and photos may change without notice.

2012 Suzuki GSX-R1000 - Press Release
SUZUKI ANNOUNCE 2012 GSX-R1000 DETAILS
24th October 2011
Suzuki Motor Corporation has today revealed details of its 2012 flagship Superbike– the GSX-R1000 , offering enhanced capability thanks to technical innovations that provide heightened engine and chassis performance as well as weight-loss for the new model.
Announced in unison across the world today, the 2012 GSX-R1000 retains its original styling but with a host of revisions all implemented to make this the very best GSX-R1000 ever produced.
Shaving two kilograms from its kerb weight, the new GSX-R features a plethora of updates, incorporating Brembo’s highly acclaimed Monoblock calipers for incredible braking and engine revisions that provide even more mid-range power.
Engine technical highlights include the adoption of MotoGP derived finite-element-analysis and fatigue-analysis techniques, which allow for newly developed pistons that are now 11% lighter and aid acceleration and overall performance. This combined with a finer material for engine tappets shaves a further 2.5 grams off per tappet, resulting in optimized valve lift with a revised exhaust cam profile for a slight reduction in valve overlap. Compression ratio also increases from 12.8:1 to 12.9:1.
Along with the utilisation of the BremboMonoblock calipers, the 2012 GSX-R1000 features further chassis enhancements that offer greater manoeuvrability thanks to a reduction in weight for the front tyre and axle, offering superior unsprung weight advantages. This weight saving is amplified with the return to a lightweight 4-2-1 exhaust system, further enhanced with a new lightweight titanium silencer also.
With the current GSX-R1000 a proven track performer, narrowly missing out in this year’s British Superbike Championship by just 0.006 seconds, and current holder of the Brands Hatch Superbike lap record, the 2012 GSX-R1000 , with its detailed update looks set to continue Suzuki's front of the pack performance.

2012 Suzuki GSX-R600


2012 Suzuki GSX-R600 Review
The Suzuki GSX-R600 absolutely dominated its class in 2011. It won the AMA Pro Daytona SportBike Championship and the overall AMA Pro SuperSport Championship, proving once again that it's a class-leading sport bike worthy f its race-winning GSX-R heritage.
The GSX-R600's responsive and agile ride features a lightweight chassis with a compact wheelbase and race-developed suspension. Whether you're carving through your favorite canyon or dominating the racetrack, the GSX-R600 is designed to offer unparalleled performance for all riding levels.
A compact, powerful 599cc 4-cylinder engine demonstrates the advanced race-proven technology of the GSX-R line when you hit the throttle and push it to redline. The Suzuki GSX-R600. It's proven to be the total package ready to Own The Racetrack.




2012 Suzuki GSX-R600 Features and Benefits
Engine Features

599cc Engine

A 599cc, 4-cyclinder engine with a race-proven oversquare bore/stroke ratio is engineered for an exceptional high-revving performance.

Shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes help ensure efficient performance.

Camshaft profiles feature an aggressive valve-lift curve, developed using proven Suzuki race team engine technology - its first use on a production Suzuki.

4-into-1 stainless-steel exhaust system with a titanium muffler, carries a Suzuki Exhaust Tuning (SET) valve maximizing torque and improving throttle response, especially in the low-to-mid RPM range.

Advanced, Suzuki race team-developed transistorized ignition control circuit helps maintain more precise ignition timing across the range of engine temperatures.

Lightweight, durable forged pistons designed using Finite Element Method (FEM) and fatigue analysis technology used in Suzuki race team racing engines.


Suzuki Drive Mode Selector

Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal tastes.

Suzuki Dual Throttle Valve (SDTV) fuel injection uses fine-spray 8-hole injectors for improved fuel atomization, which contributes to more complete combustion and smooth power delivery.


Transmission Features

A six-speed close-ratio transmission features vertically staggered shafts to reduce overall engine length.

Race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.


Suspension

Showa Big-Piston front Fork
Race-developed, lightweight Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.


Showa Rear Shock

Single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.


Chassis Features

Twin-spar aluminum cradle frame

Lightweight and compact twin-spar aluminum cradle frame made of five cast sections and cast swingarm.


Steering Damper

Electronically controlled steering damper provides lighter steering at lower speeds and more damping force on the racetrack and at highway speeds.



Front Brakes

Front brakes with fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers.

3-way adjustable footpegs

Three-way adjustable footpegs, adjustable shift lever, and short fuel tank help compose a comfortable riding position.

Small, simple and lightweight bodywork featuring exciting, aerodynamic styling.


Instrument Cluster

Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and programmable engine RPM indicator.

Instrument cluster features an analog tachometer with LCD readouts of the speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.



2012 Suzuki GSX-R600 - USA Specifications/Technical Details
US MSRP Price: $11,599 USD

CHASSIS
Color Metallic Triton Blue/Glass Splash White and Glass Sparkle Black
Brakes Front Radial mounted, four-piston Brembo monoblock calipers, with dual fully floating 310 mm discs
Brakes Rear Disc brake
Curb Weight 187 kg (412 lbs)
Final Drive RK525SMOZ8, 114 links
Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)
Ground Clearance 130 mm (5.12 in)
Overall Length 2030 mm (80.0 in)
Overall Width 710 mm (28.0 in)
Seat Height 810 mm (31.9 in)
Suspension Front Showa Big Piston front-Fork (BPF)
Suspension Rear Link type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 180/55ZR17M/C (73W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1385 mm (54.5 in)

ENGINE
Bore Stroke 67.0 mm (2.638 in) x 42.5 mm (1.673 in)
Compression Ratio 12.9 : 1
Engine 599cc (36.5 cu. In), 4-stroke, liquid-cooled, DOHC
Fuel System Fuel injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
Starter Electric

2012 Suzuki Satria FU 150


suzuki satria fu 150cc adalah sebuah pengembangan motor bebek sporty yang berkapasitas 150cc, 4 langkah, 4 katup, dan twin cam, serta di lengkapi dengan karburator constant velocity, mikuni BS 26-187, dengan desain yang sangat sporty, serta memiliki citra rasa yang sangat tinggi dan merupakan sepeda motor bebek sport 4 langkah yang pertama yang memakai mesin 150cc, dengan tecnologi superbike/super sport  bahkan sporty production. Hal inilah yang membuat suzuki satria fu 150cc terbaik di kelasnya.

Dan bukan itu saja suzuki satria fu 150cc di hadirkan di pasaran bukan hanya untuk memenuhi keinginan para penguna sepeda motor semata tetapi juga meciptakan  sebuah sepeda motor yang ramah lingkungan yang menganut pada tecnology Suzuki PAIR (Pulsed Secondary Air Injection) yaitu yang pungsinya adalah untuk mengurangi emisi buang " NOX dan HC"

Kawasaki KLX 125

Kawasaki klx 125 - real Kawasaki Dirt Bike for beginner - truly i never know that Kawasaki Motorcycles have a 125CC dirt bike from their line up, yeah it's very exiting for me, The Kawasaki KLX125 is more light than Kawasaki klx 140, KLX 125 used 125cc of engine displacement, actually 124cc, i don't have more information about it, but if you want to know about Kawasaki 125 klx, you may check this 2005 kawasaki klx 125 specification :

Model: Kawasaki KLX 125
Category: Enduro / offroad
Rating: 76 out of 100. Show full rating and compare with other bikes
Safety: See our safety campaign with the high safety rated bikes in this category.
Engine and transmission
Displacement: 124.00 ccm (7.57 cubic inches)
Engine type: Single cylinder
Stroke: 2
Compression: 9.5:1
Bore x stroke: 57.0 x 48.8 mm (2.2 x 1.9 inches)
Fuel system: Carburettor. Mikuni VM20SS
Fuel control: SOHC
Ignition: Digital CDI
Gearbox: 5-speed
Transmission type
final drive: Chain
Physical measures
Dry weight: 79.8 kg (176.0 pounds)
Seat height: 775 mm (30.5 inches) If adjustable, lowest setting.
Overall height: 1,059 mm (41.7 inches)
Overall width: 770 mm (30.3 inches)
Ground clearance: 259 mm (10.2 inches)
Wheelbase: 1,245 mm (49.0 inches)
Chassis and dimensions
Frame type: High-tensile, diamond tube steel
Rake (fork angle): 26.5°
Front suspension: Telescopic fork, 48mm
Rear suspension: Bottom-link, single shock
Front tyre dimensions: 70/90-14
Rear tyre dimensions: 90/80-14
Front brakes: Expanding brake (drum brake)
Rear brakes: Expanding brake (drum brake)
Speed and acceleration
Other specifications
Fuel capacity: 6.43 litres (1.70 gallons)
Color options: Kawasaki Lime Green

Spesifikasi Kawasaki KLX 250



SPESIFIKASI MOTOR KAWASAKI KLX 250 S
PT Kawasaki Motor Indonesia (KMI) mengeluarkan motor enduro tipe KLX 250S yang termasuk dalam kelas premium (papan atas). Motor ini merupakan motor dual purpose yakni dapat dipakai di jalan raya maupun untuk off roads. Standar KLX 250 S menggunakan ban pacul untuk off road tetapi bisa juga digunakan harian.

Berat kosong 116 kg membuat KLX 250S mudah dipakai untuk manuver, suspensi depan menggunakan system up-side down yang dapat distel kompresinya cukup memutar kekiri atau ke kanan untuk mengatur kekerasan atau kelembutan suspense. Sedangkan suspensi belakang menggunakan system uni track untuk kenyamanan dan stabilitas yang mempunyai 3 stelan pre load, kompresi dan rebound.

Sebagai penunjang motor off road KLX 250S dibuat dengan desain frame diamond dan ground clearance tinggi. Jika anda berminat motor enduro kelas premium ini dapat ditebus dengan harga Rp. 60 juta-an on the road.

Type Mesin :
4-tak, DOHC
Jumlah & Isi Silinder :
1 silinder 249cc
Diameter x Langkah :
72x61,2mm
Perbandingan Kompresi :
11:1
Daya Maksimum :
18.0 (Kw)/9000rpm
Torsi Maksimum :
21Nm/7000rpm
Karburator :
Keihin F001
Sistem Starter :
Elektrik Starter
Jumlah Transmisi :
6 speed, return shift
Rasio Gigi :
Gigi 1        3.000 ( 30/10 )
Gigi 2        2.000 ( 30/15 )
Gigi 3        1.500 ( 27/18 )
Gigi 4        1.250 ( 25/20 )
Gigi 5        1.050 ( 21/20 )
Gigi 6        0.952 ( 20/21 )
Tipe sistem final drive :
Chain Drive / Rantai
Rasio Reduksi :
3.000 ( 42/14 )
Drive rasio keseluruhan :
8.000 @ TopGear
Jarak Poros Roda :
1435mm
Jarak terendah ke tanah :
280mm
Berat kosong :
137kg
Tipe Rangka :
Full Frame
Suspensi Depan :
Telescopic Fork Supension
Suspensi Belakang :
Monoshock Suspension
Panjang x Lebar x Tinggi :
2190x800x1205mm
Rem Depan :
Hydraulik ( Disc Brake )
Rem Belakang :
Hydraulik ( Disc Brake )
Kapasitas Bensin :
7.3 liter

2012 Kawasaki ER-6n Review


2012 Kawasaki ER-6n Review
Feel the beat of the city
Ride to a different rhythm and stay in tune with your passion to arrive on time and in style. Welcome the new ER-6n into your world and transform cross-city travelling from negative need to positive want.



2012 Kawasaki ER-6n ABS
Contemporary design any rider will love
The ER-6n ABS is at the very cutting edge of contemporary design, with bold angles and sensuous lines that scream attitude at every curve. But don’t be fooled by this motorcycle’s aggressive looks - the ER-6n ABS is highly accessible to riders of all ages and abilities.
Its compact chassis/engine combination, ideal rider ergonomics and impressive but controllable performance make the ER-6n ABS an extremely user-friendly motorcycle with enough sass to put a smile on any rider’s face.





 
2012 Kawasaki ER-6n Features and Benefits
All-new double-pipe perimeter-style frame
Like on its predecessor, the all-new double-pipe perimeter-style frame is a key component of the ER-6n’s identity. As before, the new bodywork accentuates the frame, rather than hiding it. The double-pipe design of the new frame, made from high-tensile steel, contributes to the bike’s lightweight appearance.

Taller fuel tank
The fuel tank is 20 mm taller, helping to visually concentrate the ER-6n’s mass at the front of the bike. The rear of the tank slopes back in a straight line to the seat.

Lighter Handling
The rigidity balance of the double-pipe frame and swingarm contributes to a lighter, easier handling package. Rigid-mount engine is a stressed member, contributing to the frame’s idealised rigidity balance.
The swingarm’s new double-pipe design makes use of a D-section tube (upper right tube) for optimal rigidity. Revised suspension has longer stroke front and rear, offering both sporty handling and enhanced comfort. Rear shock length and stroke are 2 mm longer; front fork is 15 mm longer with 5 mm longer stroke to match the rear. The longer strokes enable lower spring rates. Damping has been revised accordingly.

More torque in every day range
Under-engine muffler with larger volume and revised internal construction delivers increased torque in the everyday range below 7,000 rpm. The increased performance facilitates control at lower rpm and contributes to the enhanced enjoyment of the new ER-6n.

Intake ducts through frame tubes
Intake ducts extend through the frame tubes to ensure a source of cool fresh air for the engine. This also contributes to the induction note, adding to rider excitement.

New instruments
To enable the more compact front area, the instrument cluster was moved as far back as possible. It is mounted above the handlebar.

A stacked instrument cluster features an easier-to-read layout and an analogue-style tachometer uses white LED backlights for excellent visibility at night. The multi-function LCD screen has blue backlighting. In addition to the fuel gauge, digital speedometer, clock, odometer and dual trip meters, new features include: remaining range, average/instant fuel consumption and the Economical Riding Indicator.

Raised tick marks on the tachometer dial face, a bubble lens and elevated instrument frame construction contribute to the instrumentation’s greater legibility as well as a high-quality image.


Optional ABS
Compact new ABS unit has a more advanced processor that enables more precise ABS control.

Euro-III Compliant
The combination of efficient fuel injection and a 3-way catalyser inside the muffler result in low emissions. Revised muffler internal construction and catalyser layout ensure clean emissions that will pass stringent Euro-III regulations.


More compact headlamp
More compact headlamp shroud is shorter front to back, and designed to make it look slimmer vertically as well – an image reinforced by the smoked instrument visor. Angular design of the stacked dual headlamp helps maintain the identity of the ER-6n while contributing to the sharp new street-fighter style looks.


Compact, quick-revving engine with stronger low-mid range
The ER-6n’s Parallel Twin engine configuration was chosen as the best balance of good power characteristics and compact size. Engine tuning delivered both a rider-friendly character ideal for new riders and performance to put a smile on the faces of more experienced motorcyclists. The engine’s compact size was one of the keys to realising the ER-6n’s slim package. The 2012 engine offers more low-mid range torque for more fun and greater usability in everyday riding situations, while maintaining the smooth, high-revving character of its predecessor.

Increased Comfort
Sporty looking tandem seat with thick cushioning ensures good passenger comfort.
Ergonomic passenger grips are positioned to make them easy for tandem riders to grab. Good passenger confidence makes it easier for riders when carrying a pillion.

Seat bracket is rubber-mounted at the front to reduce vibration transfer.

New swingarm
Following the lines of the frame and rear shock, the swingarm also features the new double-pipe design, complementing the design of the frame and contributing to the ER-6n’s high-quality appearance. The swingarm’s gull-arm style design on the right side enables the more aggressive angle of the muffler.

Revised shrouds
Revised shrouds are narrower when viewed from the front. Front turn signals, previously built-in to the shrouds, are mounted on the headlamp shroud. quality appearance.
Sharper tail cowl
Sharper tail cowl is 10 mm shorter, helping to move volume away from the rear of the bike. A sharper new LED taillight contributes to the slimmer look.

Rearshock

An offset laydown rear single-shock suspension flows smoothly from the frame to the swingarm.







 
2012 Kawasaki ER-6n - USA Specifications/Technical Details
US MSRP Price:
$TBA

TBA








 
2012 Kawasaki ER-6n - Canadian Specifications/Technical Details
Canada MSRP Price:
See Canadian Kawasaki Dealer for pricing.

ENGINE
Type 4-stroke, Parallel Twin
Displacement 649cc
Bore and Stroke 83.0 x 60.0 mm
Cooling Liquid
Compression Ratio 10.8:1
Valve System DOHC, 8 valves
Fuel System Digital fuel injection with two 38 mm Keihin throttle bodies
Ignition Digital
Lubrication Forced lubrication (semi-dry sump)

DRIVETRAIN

Transmission 6-speed, with positive neutral finder
Final Drive Sealed Chain
Primary Reduction Ratio 2.095 (88/42)
Gear Ratio: 1st 2.438 (39/16)
Gear Ratio: 2nd 1.714 (36/21)
Gear Ratio: 3rd 1.333 (32/24)
Gear Ratio: 4th 1.111 (30/27)
Gear Ratio: 5th 0.966 (28/29)
Gear Ratio: 6th 0.852 (23/27)
Final Reduction Ratio 3.067 (46/15)
Clutch Wet multi-disc, manual

FRAME

Type Perimeter, high-tensile steel
Wheel Travel: Front 125 mm (4.9 in.)
Tire: Front 120/70ZR17M/C (58W)
Wheel Travel: Rear 130 mm (5.1 in.)
Tire: Rear 160/60ZR17M/C (69W)
Caster (Rake) 25º
Trail 110 mm (4.3 in.)
Steering Angle (Left/Right) 35º / 35º

SUSPENSION

Suspension, Front 41 mm telescopic fork
Suspension, Rear Offset laydown single-shock with adjustable preload

BRAKES

Front: Type Dual semi-floating 300 mm petal discs
Front: Calipers Dual piston
Rear: Type Single 220 mm petal disc
Rear: Caliper Single-piston

DIMENSIONS

Overall Length 2,110 mm (83.1 in.)
Overall Width 770 mm (30.3 in.)
Overall Height 1,110 mm (43.7 in.)
Wheelbase 1,410 mm (55.5 in.)
Ground Clearance 130 mm (5.1 in.)
Seat Height 805 mm (31.7 in.)
Curb Mass** 204 kg (449.7 lbs.)
Fuel Capacity 16 litres (3.5 gal.)
Fuel Consumption N/A

PERFORMANCE

Maximum Power‡ 53 kW {72.1 PS} / 8,500 rpm
Maximum Torque‡ 64 N.m {6.5 kgf.m} / 7,000 rpm

DETAILS

MSRP* N/A
Colours Pearl Shining Yellow, Metallic Spark Black
Warranty 12 months warranty

ADDITIONAL COST OPTIONS

Good Times Protection Plan 24 or 36 months (Kawasaki GTPP coverage begins after the standard limited warranty expires)


Good Times Protection Plan 24 or 36 months (Kawasaki GTPP coverage begins after the standard limited warranty expires)
* The Manufacturer's Suggested Retail Price does not include freight, pre-delivery inspection or applicable taxes. The final price is at the discretion of the dealer. Prices and Specifications are subject to change without prior notice.
The specifications mentioned here apply to and have been achieved by production models under standard operating conditions. We intend only to give a fair description of the vehicle and its performance capabilities but these specifications may not apply to every machine supplied for sale. Kawasaki Heavy Industries, Ltd. reserves the right to alter specifications without prior notice. Equipment illustrated and specifications may vary to meet individual markets. Available colours may vary by market.




 
2012 Kawasaki ER-6n - UK/European Specifications/Technical Details
UK/EU MSRP Price:
See UK/European Kawasaki Dealer for pricing.

Engine

Fuel system
Fuel injection: ø38 mm x 2 (Keihin)

Ignition
Digital

Starting
Electric

Lubrication
Forced lubrication, semi-dry sump

Engine type
Liquid-cooled, 4-stroke Parallel Twin

Displacement
649 cm³

Bore x stroke
83.0 x 60.0 mm

Compression ratio
10.8:1

Valve/Induction system
DOHC, 8 valves
Transmission

Clutch
Wet multi-disc, manual

Primary reduction ratio
2.095 (88/42)

Gear ratios: 1st
2.438 (39/16)

Gear ratios: 2nd
1.714 (36/21)

Gear ratios: 3rd
1.333 (32/24)

Gear ratios: 4th
1.111 (30/27)

Gear ratios: 5th
0.966 (28/29)

Gear ratios: 6th
0.852 (23/27)

Final reduction ratio
3.067 (46/15)

Transmission
6-speed, return

Final Drive
Sealed Chain
Frame

Frame type
Perimeter, high-tensile steel

Rake/Trail
25° / 110 mm

Wheel travel, front
125 mm

Wheel travel, rear
130 mm

Tyre, front
120/70ZR17M/C (58W)

Tyre, rear
160/60ZR17M/C (69W)

Steering angle, left / right
35° / 35°
Suspension

Suspension, front
41 mm telescopic fork

Suspension, rear
Offset laydown single-shock with
adjustable preload
Brakes

Brakes, front
Type: Dual semi-floating 300 mm petal discs
Caliper: Dual piston

Brakes, rear
Type: Single 220 mm petal disc
Caliper: Single-piston
Dimensions

Dimensions (L x W x H)
2,110 mm x 770 mm x 1,110 mm

Ground Clearance
130 mm

Wheelbase
1,410 mm

Seat height
805 mm

Fuel capacity
16 litres

Curb Mass
204 kg (ER650E) / 206 kg (ER650F)
Performance

Maximum power
53 kW {72.1 PS} / 8,500 rpm

Maximum torque
64 N.m {6.5 kgf.m} / 7,000 rpm


 
2012 Kawasaki ER-6n ABS - Australian Specifications/Technical Details
Australia MSRP Price:
See Australian Kawasaki Dealer for pricing
ENGINE

Type Liquid-cooled, 4-stroke Parallel Twin
Displacement 649 cm³
Bore and Stroke 83 x 60 mm
Compression ratio 11.3:1
Valve system DOHC, 8 valves
Fuel system Fuel injection: Ø 38 mm x 2 (Keihin)
Ignition Digital
Starting Electric
Lubrication Forced lubrication, semi-dry sump


DRIVETRAIN
Transmission 6-speed, return
Final drive Sealed Chain
Primary reduction ratio 2.095 (88/42)
Gear ratios: 1st 2.438 (39/16)
2nd 1.714 (36/21)
3rd 1.333 (32/24)
4th 1.111 (30/27)
5th 0.966 (28/29)
6th 0.852 (23/27)
Final reduction ratio 3.067 (46/15)
Clutch Wet multi-disc, manual


FRAME
Type Diamond, high-tensile steel
Wheel travel: front 120 mm
rear 130 mm
Tyre: front 120/70ZR17M/C (58W)
rear 160/60ZR17M/C (69W)
Caster (rake) 24.5°
Trail 102 mm
Steering angle (left/right) 32° / 32°


SUSPENSION
Front: Type 41 mm cartridge fork
Rear: Type Offset laydown single-shock with adjustable preload


BRAKES
Front: Type Dual semi-floating 300 mm petal discs
Caliper Dual piston with ABS
Rear: Type Single 220 mm petal disc
Caliper Single-piston with ABS


DIMENSIONS
Overall length 2,100 mm
Overall width 760 mm
Overall height 1,095 mm
Wheelbase 1,405 mm
Ground clearance 140 mm
Seat height 785 mm
Curb mass 204 kg Inludes full fuel tank
Fuel capacity 15.5 litres


PERFORMANCE
Maximum power 53 kW {72.1 PS} / 8,500 rpm
Maximum torque 66 N·m {6.7 kgf·m} / 7,000 rpm

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