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Written by sw
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Tuesday, 15 June 2010 22:03 |
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 Most of us know how to ride a motorcycle, and we think we do it well. Fact is that for most of us there is so much room for improvement that it is quite scary.
With that in mind I started looking at advanced rider courses, but these are fairly scarce, certainly not as common as their four wheel cousins. Having looked at various track ‘courses’ I opted to attend the Michelin Super Bike School. This is run by former motorcycle racer Dirk du Plooy who won the 1977 1000cc championship and caters for novice riders as well as experienced riders who are often seen in competition. Any participant who has not previously attended one of the Michelin Super Bike School events is put into the novice class until he has proved his ability to the instructors. There are rules and regulations that have to be adhered to and the first is that all bikes have to be scrutineered and then pass a noise test. It is also compulsory for all novice riders to attend classroom lectures during the course of the day where a register has to be signed each time. You might think this is a bit over the top, after all, we know how to ride bikes, but there is so much useful information that your brain is almost overloaded. Some of the advice is common sense, but it reminded me of what I should be doing. It was also cleverly interwoven with a component that was applicable to riding on the roads. All in all I found the lectures very valuable. There are also rules applicable to motorcycles. First off it has to be newer than 1998 and must be over 600cc and single cylinder bikes are also not allowed. Seeing as though my 649cc BMW happens to be a 1981 vintage and my daily runabout only measures 500cc I had to find a suitable machine. Enter Jason Wessels, he of Moto Rentals fame. As the name suggests, he rents out motorcycles specifically for track days and rider coaching. I had a Honda CBR600 which was in track bike spec, which meant no mirrors, no indicators, no lights, and somewhat inconveniently, there was no sidestand either! On the track, the novice class was divided into groups with an instructor assigned to each group. There are also rules governing where you may overtake and the classroom session also reminded riders not to do anything unpredictable. “Would you expect a rider in front of you to do that?” was how they got the message home. The emphasis is on safety rather than speed and the first two laps were for riders to familiarise themselves with the track layout. I found that deadly boring as I know the track pretty well having done hundreds of laps in a variety of racing cars. After the first two laps, the pace progressively rose and this was when I discovered just how different the track is for bikes and cars. Braking zones on two wheels are much longer and the habit of turning in whilst still on the brakes must be forgotten. Because a bike is so much narrower than a car, the lines are also very different although the same rules apply - like keeping the exit of the first part of the esses tight. With each session I went quicker and as my confidence grew I started experimenting. In the third session I was getting on the power earlier and harder and on one lap I felt the back end get all squirmy exiting the bowl. That was the cue to change my approach. After that I generally used a lower ratio and I was told by Kawasaki ZX10 racer Rick Carmody that my lap times got slower. It figures because I was suddenly aware of a flat-spot around 5 000rpm when in third. Using more revs certainly felt better – and quicker. But what of the Honda CBR600R It was a little gem and I want it!! It was in racing spec bike, but one of the fleet that was set up for a beginner track rider like myself. A bike is far more physical and a lot more mentally taxing than a car so I was pleased to discover all the controls were where they should be, although the clutch lever was set too high but no problem as it was only used while in the pits. Moto Rentals’ bikes are delivered with a full tank of fuel and racing tyres that still have enough meat on them for at least a full day of hard track action. All I had to do was make sure I was there and bring a helmet and gloves. I had borrowed a set of leathers from ZX10 racer ‘Dog Doctor’ Stewart Christie, but Moto Rentals can provide leathers and boots if required. I never realised one could have so much fun wearing leather. The best was chasing a few 1 000cc bikes up the hill to Wesbank in the first session, but as I know the track I aimed for my marker on the hill and simply kept it wide open until we were over the blind rise …. It was great passing three bikes before I even grabbed the brake! Oh … did I mention that I got the ‘most improved rider’ award in my group? Contacts Moto Rentals: Cell: +27 (0)83-266-9000 - Email:
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Michelin Superbike School: (011) 839 1660
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Written by sw
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Thursday, 13 May 2010 00:12 |
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 There’s no doubt about the target market. Aprilia’s Pegaso 650 Trail is a bike aimed at city folk (like me) who will take in the odd dirt road here and there. Although the Aprilia is a single, many people have suggested that it’s most direct competitor is the BMW F650, but that is an 800cc twin so I’ll rule that one out. Kawasaki’s KLE 650 Versys is also a twin, as is Honda’s Transalp and Suzuki’s V-Strom so they aren’t in the firing line either.
Comparing apples with apples, Kawasaki has the old technology, but reliable single cylinder KLR650 is too much of a off-roader to be a real competitor and Suzuki’s DR 650 is very similar to the Kawasaki. That leaves the Yamaha’s XT 660 as its nearest rival. There’s actually a lot in common between the two. The Pegsaso shares its Italian built 659cm powerplant with the XT, but there is talk of Aprilia producing its own engine soon. With a claimed 37kW at a leisurely 6 250rpm the Aprilia isn’t a performance bike, rather it is docile and very manageable in traffic yet will cruise at 150km/h on the open road. I thought the motor was bit weak at the bottom end, but torque is a useful 61Nm at 5 200rpm and it pulls well once you’ve got over 3 000rpm. The engine is a bit buzzy between 4 000 and 5 000 rpm but it’s not too bad. Ideal cruising zone seems to be 5 500-6 000 rpm. Fuel range is pretty average for a bike of this type. A small screen put my head right in the middle the annoying buffeting zone. After a trip to Nelspruit my visor was bug spattered but the screen was almost clear. Another thing I noticed was that it was much quieter when I stood up and got my head into the airstream. I am a bit shorter than the average rider so I didn’t let that influence my feelings. Anyway, was it my bike I would adjust the screen or find an aftermarket one that would suit me better. Apart from the annoying screen, the riding position suited me and the seat was wide and comfortable. There was enough room to be able to shift position a bit once I had been in the saddle for a few hours. Although, with only a 16-litre tank there isn’t too much chance of being in the saddle for long enough to get saddle sore, although riding sensibly should get over 300km. When the fuel warning light comes on there are 3.5 litres left which should get you 100km or so with very careful throttle use. On city streets it is easy to manage in traffic and on the open road it feels responsive up to 140km/h but then starts running out of steam. There were no vices with handling and it does everything one would expect. Although aimed at the occasional, soft adventurer, the bash plate is plastic and doesn’t look like it will protect much at all. I think it’s silly not to fit a bash plate to a bike that has ‘Trial’ in its name! The swingarm also looks a bit flimsy, although we didn’t do anything near extreme. All the plastic thing does is protect the engine from dirt being thrown by the front wheel. Luckily ground clearance is 270mm. Suspension felt well damped with the Aprilia Progressive System (APS) rising rate linkages providing a useful 170mm travel with preload and rebound being adjustable on the rear. It was left on the standard settings as it felt fine. It rained everyday I had the bike so I didn’t get anywhere close to approaching the limits. Front suspension travel is also 170mm. A trip with about 15kg of luggage tied to the rear of the seat and grab rail didn’t seem to affect the ride. Talking of luggage, there aren’t any hooks or anywhere useful for attaching bungee cords. Pirelli Scorpions of 100/90-19 and 130/80-17 are the standard choice of tyre and worked well as a mainly tar road tyre. My planned 18km off road excursion around the Machadodorp toll on the N4 (R59 for a bike!!!) didn’t happen after a tow truck driver said the road was very muddy so I stuck to the blacktop. The Brembo brakes had a nice feel and a single 300mm disc handles the front while the rear is kept under control by a 240mm disc grabbed by a floating calliper. A lockable oddments compartment was very useful when arriving at toll gates on highways as credit cards and money become accessible. It is big enough for a wallet, cell phone and a gate remote, but not much else. But it is so useful that I’d even go as far to say it would influence a decision whether or not to buy a particular bike. At around R83 500 you get something that shouts individuality and has a healthy dose of flair as well as a heap of electronic gizmos in a dash that looks after trip meters, odometer and records maximum speed.
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Written by sw
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Sunday, 25 October 2009 22:29 |
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 Kawasaki’s little parallel 250 twin has been around for over a decade and has earned itself a reputation for being a quick, reliable but peaky motor.
The motor underwent a major revision for 2009, Camshafts were revised, head and valves were re-worked and fuel injection was added which resulted in a far more tractable motor. Kawasaki’s new Ninja 250R might physically be a small bike but it is big on fun. Nothing much happens in the motor under 6 000 rpm where it is as boring and predictable as Dr Jekyll, but get to 6 500 and Mr Hyde announces his arrival with typical unruly fanfare and noise. The chaos reigns until the next ratio is selected. Our test bike was finished in the traditional ‘real mean green’ and with less than a 1 000km on the clock, I never attempted to find the rev limiter, but it’s quite easy to see why the forthcoming Kawasaki 250R race series is already attracting so much hype. With an oversquare bore and stroke of 62.0 and 41.2mm, the 249cc four valve twin develops 24 kW at a fairly lofty 11 000 rpm, but a rider has to be a bit unsympathetic to the engine to make it go. Use the beautifully smooth 6-speed gearbox to keep it between 6 000 and 10 000 and you are rewarded with brilliant fuel consumption figures. It makes its 22Nm of torque at 8 200 rpm and it’ll cruise comfortably at 130 km/h with an 80kg rider. Riding normally, i.e. giving it plenty of revs every so often, you will easily get over 30 km out of each litre of unleaded without a fuss. It’s redlined at 12 000rpm and at 120 km/h it is spinning at 8 000 rpm so the far side of 160 km/h is easily within reach. Instruments are ‘old fashioned’ analogue devices which I think work better in bright sunlight than the digital devices that are fitted to so many bikes. Weighing in at 154 kg the handling is superb. Think about a corner and it falls towards the apex where it remains composed and it responds beautifully to direction changes. 17-inch rims are found at each end and the rear suspension is Kawasaki’s Uni-Track linkage together with a shock that is adjustable for pre-load. Conventional 37mm forks keep the front under control and a 290mm disc with twin-piston floating calliper provides stopping power via a lever with gives wonderful feel. A smaller disc on the back keeps everything steady. Earlier this year I had the pleasure of spending a week astride Hyosung’s GT250R and after spending a week with Kawasaki’s Ninja 250R I have to make a comparison somewhere. First off, the Hyosung is bigger, however it is easier to ride in a stop start environment because it has a less peaky engine and, I think, there’s more bottom end whereas the Kawasaki needs lots of revs but definitely has more top end. On paper the Kawasaki delivers 3kW more, than the v-twin Korean. Torque figures are identical (22kW @ 8 000rpm) for both. The biggest difference is in the weight, where the Korean Kid comes in at nearly 15kg more than the Thai built Kawasaki.
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Written by steve wicks
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Friday, 25 September 2009 16:02 |
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 Kawasaki’s ER-6F Ninja got me thinking seriously: Just exactly what is it that makes it so much fun?
For starters, I’m vertically challenged and it fitted me well, but there is something more. Something that just made me want to ride it all the time. Our test example came in the ‘lime green, real mean’ colour scheme and was fitted with a standard exhaust which had a nice, but not too loud, bark although I think it would become tiring on a long ride. Prior to picking up the Kawasaki I had been riding Yamaha’s FZ6R, a bike I thoroughly enjoyed and used on two long trips and had I have known I was going to get the ER-6F, I would have compared the two. They target the same market, the sensible city rider, but they deliver the same result in very different ways. Whereas the Yamaha was smooth with an easy power delivery, the Kawasaki seemed to dump all its power onto the road in one go. Okay, so I’m exaggerating a bit! Powered by the well known 649cc parallel twin, the ER-6F delivers its 53kW in an addictive manner at 8 500 rpm which has an equal and opposite effect on fuel consumption. Ridden with restraint, it will return a class average figure of just under 20km/litre. Parallel twins are often quite vibey, but with careful consideration to rubberised rear engine mounts, this one is a pleasure. It still has the unmistakable beat of a parallel twin, but it is very well refined. Weighing in at 205 kg, around town it is an absolute delight as it’ll pull from low revs and is responsive enough to quickly get to the legal limit and beyond. Maximum torque is a healthy 66Nm at a fairly low 7 000 rpm. Seat height is a comfortable 790 mm and the bars are high enough to ensure one’s wrists and back don’t take strain. High bars are also so much more useful in traffic and the forward mounted mirrors made judging gaps between cars a simple exercise. For some reason Kawasaki haven’t been able to get the instrument panel very user friendly. Rev counter is a sliding scale, an arc that is difficult to read at a glance and the fuel gauge gets lost in the same scale. The digital speedo is not so bad, but very often light conditions made it all irrelevant as I could not see a thing because of the reflection. Why manufacturers don’t stick with a simple analogue system I’ll never know. It is so much easier to know 120km/h is when the needle is at 2 o’clock or 60 km/h is when it’s at 9 o’clock. With a dial and needle, a quick glance is all one needs in order to see speeds etc. Kawasaki describes it as a sports bike, but my feeling is that sports bikes must have clip-on type bars, but I don’t think the ER-6F Ninja would disgrace itself at a track day. With twin semi-floating 300mm discs, the brakes felt powerful but the rear lacked feel and I found it all too easy to lock up like when a moronic construction worker decided to cross the R21 opposite OR Tambo airport. Instead of sprinting the last two meters to safety, the twit stopped dead in his tracks ….. and thanks to the brakes, so did I!! Up until that moment I just assumed the bike had ABS, maybe I should’ve checked first! I can’t tell you how it handles during hard cornering, but I can say the 41mm forks and adjustable rear shock soaked up bumps well. On a quick trip to Pretoria I was pleased to find out the screen was high enough to take away most of the wind from around my head and make it a pleasant and comfortable ride so I don’t think long distances would be a drag (‘scuse the pun). A few months ago I had the pleasure of sampling the sister Kawasaki KLE 650 Versys that shares the same powerplant, but has taller gearing for a more relaxed ride and makes the bikes feel completely different. Now which Kawasaki would I prefer to own. If I was taller I’d say the Versys, but at five-foot-six I have to go for the Ninja. However, if I was doing more open road touring then the Versys but if it was for commuting, I’d take the Ninja……. The pros and cons of choice!! ends
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Written by sw
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Thursday, 17 September 2009 11:53 |
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 Yamaha’s new FZ6R fits the role as an all rounder city commuter and an open road fun bike very well. A misconception is that it is a detuned version of the hard core R6, but apart from a totally different riding position, it also has a more docile motor than the R6.
This Yamaha is one of the easier bikes to ride and a low centre of gravity is probably one of the reasons. The catalytic converter is mounted underneath the engine which helps keep the weight low and this make the FZ6R such a gem on twisty roads and around town. Handling felt good (‘right way up’ forks on the front) and it came with 17 inch Dunlop Sportmax (160/60 on the rear and 120/70 on the front) for a confidence inspiring ride. The engine is based on the previous generation R6 but with some serious modifications such as redesigned cylinder head, crankcase, intake system and exhaust which has resulted in a fairly revvy, but user friendly engine. Although there isn’t an official Yamaha power figure for this model I learned that it produces almost 50kW which is delivered smoothly without any sudden power curve. I would guess that maximum power is produced at around 10 000 rpm even though the redline is at 11 600rpm. There is a decent amount of torque above 6 000 rpm, but it also isn’t quoted. Four cylinder engines are creamy smooth and although there is a bit of buzzing around 120km/h, it is only there for a short period. Whatever the power figure is, it is enough to see a bit more than 200km/h. A six-speed gearbox has well spaced ratios and is combined with a torquey engine which gives riders a choice of two gears for any corner. Gear selection is positive although a bit on the notchy side. In fact it’s almost easier doing clutchless shifts up and down the box than it is to use the clutch. A bit of clutch adjustment will probably cure it. Fuel injection, via 32mm Mikuni throttle bodies, makes starting idiot proof, even first thing in the morning. On the road there’s absolutely no sign of fluffing or hesitation, it just responds nicely whenever the throttle is opened. used the bike for a trip to Phakisa in Welkom and then went straight to Polokwane and returned an overall fuel consumption figure of just over 18 kilometres per litre. With a 17 litre fuel tank the range between filling stations is just over 300km, but I started looking for pumps when I’d done 200 km so I never checked the exact range. Riding position proved comfortable and I was surprised to discover the seat height is adjustable by about 25mm. It is just 785mm at its lowest setting. The screen was too short for serious touring needs as it left my head in the breeze, but it did take the force off my chest so I never felt like I was hanging on for dear life. If it was my bike I’d be looking for a taller aftermarket screen. The exhaust is eerily quiet which means you arrive at your destination able to hear what people are saying to you. There are no surprises with the brakes. Twin discs at the front have good feel and the rear has enough feel to be used delicately to steady everything. Bottom line is that the price tag of under R 80 000 makes the Yamaha FZ6R a good value for money purchase. It isn’t quite a sportsbike, but I’d love to take it to a track day as I reckon even I could leave a few sportsbike riders embarrassed. It will also get you to Durban and do it in such a manner that when you arrive you’ll still feel human. Luggage Former kart racing star (really) Danny Mulder imports a wide range of motorcycle accessories including a wide range of Oxford products and I used an Oxford 1st Time tank bag which has a magnetic base as well as my tried and trusted 1st Time panniers. After those long trips I’ve come to the conclusion that a tank bag is the most useful accessory one can fit to a motorcycle. A zipped pouch means there’s no more fumbling through pockets at tollgates. It is also so easy to fit which makes it a simple task to undo and take with you when you stop for a bite to eat or a call of nature. The fairly high bars ensured the bag never got in the way and having a magnetic base means refuelling is also easy.
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Written by Steve Wicks
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Sunday, 23 August 2009 16:42 |
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 With a fairly tall seat height of 840mm I initially found the Kawasaki KLE 650 Versys a bit unwieldy in car parks etcetera, but I do have fairly short legs. Fellow motoring journalist Peta Lee calls me the “rancid dwarf”.
However, once the clutch begins to bite, the bike is transformed. Weighing in at just over 180kg, it suddenly becomes docile and easy to manoeuvre. Clutch action is light, so much so that you don’t even have to think about it. First gear goes in with a reassuring, almost solid clunk. Oh, and these Kawasaki people are one up on forgetful humans as the engine cuts out if first gear is engaged whilst the sidestand is down – you can’t even start it in gear if you pull the clutch in while the stand is down. There is no centre (main) stand so lubing the chain will require a bit more effort. I used it to cover the Total Economy Run, which was based at Badplaaas and involved had a 220km trip down the N4 until Machadodorp followed by 60km of traffic free country road. Going there was a nice clear day …. Then it rained! The trip down the N4 was uneventful apart from some roadworks which had a ridge of freshly laid tar high enough to take the wheel out from under any motorcycle. I had to carefully pick a spot and give a handful of throttle to get the front wheel light so I could get over it. The 650cc parallel twin delivers a very useful 61Nm of torque at 6 800rpm, which was more than enough to do the job especially as 38mm throttle bodies ensured power was delivered almost instantly. Peak power is 47 kW at 8000 rpm. To keep to the 120km/h speed limits was a bit difficult as the digital speedo isn’t easy to see at a glance in bright sunshine so it was easier to make sure the needle on the analogue rev counter was pointing at 5 500rpm which is pretty much 120 km/h. Personally I prefer speedometers with a needle that is easy to see at a glance … why should we need to check the revs then work out the speed? It’s a nice responsive motor with an abundance of torque so there’s no need to kick down through the ‘box should the need to accelerate arise. Twin cylinder engines often have an annoying vibration (my old BMW R65 certainly does) but Kawasaki has gone to great lengths to ensure its twins don’t vibrate. The mirrors don’t get fuzzy and the pegs don’t tingle but what did irritate me was the buffeting my head got from the aftermarket screen. If it was my bike I would have adjusted it to suit me. Our test bike arrived fitted with hand guards which I thought looked a bit flimsy, but they worked fine and kept the mid-winter icy air of my hands … isn’t that more important than stones hitting knuckles? Oh, both screen and guards did a good job of keeping my chest and hands dry. At the back end a stubby aftermarket exhaust was fitted. I found it a bit noisy for my liking, although I got used to it, maybe even enjoyed it on occasion! Suspension felt fine. Up front are the industry standard ‘upside down’ forks, but as all bikes have got them shouldn’t we stop calling them ‘upside down’? The rear has the usual adjustment for preload and rebound, but I left the rebound alone although I did go a bit softer on the pre-load. Is it a dual purpose bike? The simple answer is No! However, it can be used on dirt, but on cast 17” rims fitted with Dunlop Sportmax tyres it was hard going as soon as there was anything loose or stony. I ride a number of different bikes and it never ceases to amaze me how the brake pedal always seems to be in a different place on each bike. This one is tucked away close to the motor, but I’m sure one would soon get used to it. The brakes, twin 300mm discs, were first class but I was very wary of them in the wet …. One day all bikes will have ABS! As mentioned at the beginning, I used the ‘Silver Dream Machine’ to cover the Total Economy Run (for cars), which meant I had to carry a camera bag, a laptop, clothes and even a toothbrush and clothes for three days. Seat design is good and besides being comfortable, it was well shaped to carry a set of soft Oxford panniers. Made easier by the Versys having very handy grab rails which proved ideal for attaching bungee cords. I did not consciously make an effort to ride economically – I just rode like I usually do – yet it returned figures of around 5/100km(20.9 km/litre), which gives a range of nearly 400km from the 19liter tank, but don’t forget that is freeway and open road use. So what did I think of it? It can be used around town as well as for a cross country trip, but my legs are too short for me to use it in rush hour traffic with confidence. Specifications Engine: liquid cooled parallel twin, 8 valves - Capacity: 649 cc - Fuel supply: electronic injection - Starting: electric - Maximum output: 47 kW at 8,000 rpm - Maximum torque: 61Nm at 6,800 rpm - Gearbox: 6-speedFinal drive: chain - Frame: tubular steel - Front brake: 2 discs (300 mm), 2-piston callipers - Rear: 220 mm disc (optional ABS) - Front tyre: 120/70 x 17 - Rear: 160/60 x 17 - Seat height: 820 mm - Fuel tank capacity: 19 litres- Dry weight: 181 kg
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