Woopa!! Cbr1000rr Riders

[Tashi]

Originally posted by LastDance@Jan 29 2006, 02:07 PM

some ideas

 

http://img.photobucket.com/albums/v357/Tanabegsr/bike/IMG_0353.jpg

 

http://www.pinedesine.com/finals/IMG_7294-1.JPG i like the wings at the bottom fairing

 

http://img.photobucket.com/albums/v351/palmer02/e.jpghttp://img.photobucket.com/albums/v351/palmer02/Picture1793.jpg

 

1 of my personal favourites

http://img93.imageshack.us/img93/6586/albumpic2pf.jpg

http://img93.imageshack.us/img93/1719/albumpic13kq.jpg

The Marchesini and HM Plant paint looks good!

[Tashi]

Originally posted by _3n3mY_@Jan 29 2006, 06:36 PM

http://images3.pictiger.com/images/05/f981ff6a9f9bf7945f6192103efa9205.jpg

Wow, stand so clos, like husband and wife. Must be damn happy.

[LastDance]

Originally posted by Tashi@Jan 31 2006, 12:15 PM

The Marchesini and HM Plant paint looks good!

Haha you are obsessed with rims, getting a pair soon?

 

I personnaly like the HM plant too, gf prefers a silver or movistar paintwork

[Tashi]

Originally posted by LastDance@Jan 31 2006, 02:18 PM

Haha you are obsessed with rims, getting a pair soon?

 

I personnaly like the HM plant too, gf prefers a silver or movistar paintwork

I was very close. But it won't suit the color of my new bike, so I won't be getting it.

 

I like the gold ones. Not really interested in other colors.

[Tashi]

Found an article on the 2006 ZX-10R.

 

Roger Lee Hayden brushed past on the binders with inches to spare as we peeled right for turn 12, beginning another run through California Speedway's final infield section. Big brother Tommy lurking within striking distance, I became a Hayden sandwich, just like Jason DiSalvo did many times during last year's AMA Supersport brawls.

 

The 2006 ZX-10R certainly does.http://www.superbikeplanet.com/image/kawasaki/06zx10test/zx10a.jpg

 

"Damn Country Boy," I mumbled as the kid's cartoon-scrawled Arai whizzed past my head. In lockstep, we pointed and shot our way through this first-gear, 9-turn combination, the youngest Hayden boy putting on a Dunlop-spinning, sideways-slithering display of bravado the entire way. In the moment that it took me to eye my flight path and tuck in for a strong launch down the banked front straight, Rog disappeared in the distance. Tommy deftly zigged left in hot pursuit.

 

This wasn't a battle for early season points. Truth be told, the boys were engaged in PR duty at Kawasaki's U.S. press introduction of the 2006 ZX-10R and they caught me during an initial "out" lap while scrubbing in new tires on a pair of stock bikes. Turns out that Rog was entertaining himself while putting some heat in the skins and Tommy didn't want to risk a sketchy move on yet another wobbling motojournalist in this relatively slow, tight section.

 

The new bike is a tremendously capable racer chaser, but let's back up a few laps. Like all new-model launches, this one started with a detailed spin and spec session, otherwise known as a marketing overview and tech briefing.

 

The tastiest bit of spin concerned how Kawi engineers straddled the middle ground for years between Honda's do-it-all-comfortably CBRs and Suzuki's razor-sharp GSX-Rs. Kawasaki's Vice President, Planning and Marketing, Barry Beehler, wowed the crowd by admitting that there was a period during which his company's product-development crew was asleep at the clip-ons.

 

Once awakened, Kawasaki's corporate sportbike philosophy took a huge U-turn. No longer commissioned to simply produce motorcycles that fulfilled class requirements and had a long floor life, in 2003 Brand K's designers were given free reign to explode the narrow, shallow box in which they were constrained to build class-leading, track-focused machines.

 

This new creed's success was first seen in the 2004 ZX-6R and RR. Bearing the fruits of a deadly serious "win on Sunday, sell on Monday" philosophy, the 599cc ZX-6RR homologation special has carried Tommy Hayden to the past couple AMA Supersport championships and the 636cc ZX-6R is Kawasaki's best-selling motorcycle.

 

Duplicating this command performance on both fronts with the 2004-2005 ZX-10R wasn't in the cards. The bike may have won nearly every liter-bike shootout worldwide, but, as the spin...um...story goes, knowing that it wasn't a competitive platform, Team Green didn't make a big push for racetrack glory—hence the factory team didn't prep it for the U.S. Superbike series and a lackluster, B-level effort was undertaken in World Superbike. Another theory is that the AMA's short-range rulemaking and Kawasaki's Yen-draining MotoGP efforts stymied superbike development.

 

In an unconventional gush of corporate honesty, it was divulged that the 2004 ZX-10's designers made too many engineering tradeoffs in the name of building the lightest, fastest and baddest sportbike on the planet. Today's assignment: to investigate if they repeated the errors of their ways on the second-generation ZX-10R. If jumping back into the AMA Superbike class after sitting on the sidelines for three years is any indication, the bike must be impressive. Committing Tommy and Roger Lee to the premier class is the biggest story of this pre-race off-season.

 

http://www.superbikeplanet.com/image/kawasaki/06zx10test/zx10b.jpg

 

Utilizing input from the world's press, customers, as well as various racers and test riders, including the Haydens and their mentor, three-time AMA Superbike champion Doug Chandler, engineers got to work on the 2006 version soon after the 2004 bike was unleashed.

 

Stressing that the white-coated engineers absorbed each and every message, Kawasaki Sportbike Product Manager Karl Edmondson prefaced major design improvements in his action- and information-packed PowerPoint tech presentation—complete with dramatic music, no less-with "You guys complained about...," as if the assembled journalists were the only ones to take issue with the previous model's bad habits.

 

Although the previous ZX-10R inevitably won magazine shootouts over the soft, heavy CBR, not-quite-there R1 and outstanding GSX-R, editors complained about the muscular Kawasaki's nervous, flighty nature, lack of a steering damper, crummy transmission and hard-to-read LCD tachometer. Nonetheless, these character-building traits add up to one hell of an exciting ride. On serpentine canyon roads, this raw, untamed land-based missile demands respect, a deft throttle hand and serious gymnastics to keep it going straight with both tires on the tarmac.

 

Tommy Hayden's track-based needs are a bit more refined. Despite breaking his hand before Laguna Seca, he soldiered on last year to defend his Supersport championship, but quickly relinquished his ZX-10 in Superstock. "The bike was just too hard to ride," he remembered not so fondly in Fontana's pit lane. "This was our worst track on that bike. Broken hand or not, the engine just hit too violently and the Suzukis and Yamahas were much better in the transitions."

 

Chandler, who did a great deal of late-development testing on the 2006 model and was on hand for its U.S. press launch, more succinctly cited the 2005 version's transmission issues, fading brakes, lack of stability under braking and the chassis' incompatibility with a quick-steering "short (wheelbase) setup" due to its nervous habits.

 

After assessing this constructive—and sometimes destructive—criticism, everyone involved with the 2006 ZX-10R zeroed in on an all-encompassing engineering goal: To make the 10R go faster around racetracks than any other bike. Marketing types conceded that a very small percentage of Ninja buyers ride on racetracks, but, nonetheless, every one of them wants to buy the bike that posts the quickest lap times-or boasts the biggest dyno numbers, lowest quarter-mile time, highest top speed and lightest weight-whether or not they can wield the resulting performance.

 

http://www.superbikeplanet.com/image/kawasaki/06zx10test/zx10c.jpg

 

Brewing a class-leading elixir of 164 rear-wheel horsepower and 80 lb.-ft. of torque, the 2005 ZX-10 wasn't in grave danger of being left far behind. So, rather than simply injecting yet more chassis-upsetting peak power, Kawasaki's mission was accomplished by smoothing out power pulses over the entire rev range, juggling some frame specifications and equipping the new bike with a steering damper. In theory, this would allow it to get in and out of corners quicker—where most races are won and lost.

 

To do so, the 2006 iteration has 206 new and improved items: 90 in the engine bay and 116 others sprinkled throughout like pixie dust to magically transform it from an over-achieving, dragon-slayer into an over-achieving, yet kinder, gentler beast. Here are the bike's major, personality-transforming highlights.

 

Starting at the 998cc powerplant's core, a lighter crankshaft allows the motor to rev more freely, aiding off-throttle corner-entry stability, improving off-corner acceleration and taming the bike's predilection to wheelie under hard acceleration in the lower gears. Contributing to this more linear powerband are ultra-fine-atomizing injectors that spray even smaller, 50-micron droplets (they were a huge 70 microns last time around) into reshaped inlet tracts, remapped ECU and more progressive throttle pulley. This final detail item puts an exclamation point on Kawasaki's pinpoint focus to achieve its goals.

 

To gain back some of what was lost in softening the ZX-10's hit, the intake system was totally revamped to more efficiently fill the cylinders. A bigger ram-air duct and modified airbox route fresh air. A pair of dual-valve, 43mm throttle bodies are new. The injectors were re-angled and moved closer to the stainless-steel intake valves, which have shrunk (31mm vs. 30mm) in the name of aiding intake velocity.

 

Transferring all of this free-revving power to the ground is an updated transmission. To smooth gear changes internally, all of the tranny's splines are barrel ground to remove burrs and other defects. Externally, a stouter-looking shifter and linkage complement this metallurgic massaging. The 10's slipper clutch is back with a lighter "jutter" spring to better keep the rear wheel hooked up during rapid-fire downshifting and heavy braking when setting up for corners.

 

And what about those dual mufflers bulging out from both sides of the tailpiece? Kawi's marketers requested something with more in line with the ZX-RR's MotoGP look, but the side-exit option was nixed because it wouldn't provide the desired can volume. An under-tail muffler was deemed sooo 2004. Besides, this latter arrangement suffers from unnecessary complexity, added weight and decreased performance. Apparently, the titanium, dual-Bazooka setup with integrated exhaust valve was the best compromise. It incorporates a pair of catalyzers in a stainless-steel section that allow the engine to meet super-stringent 2007 European emission regulations.

 

Further exploiting the motor's new demeanor, it was repositioned in the chassis to continue the faster-lap-time-is-job-one theme. First off, the engine was raised in the frame to move the crankshaft 20mm higher for quicker roll response from one extreme lean angle to another, then the cylinder bank was tilted up 3 degrees (from 20 to 23 degrees) for improved mass centralization.

 

Chassis-only moves began with relaxing the front-end geometry by moving the steering head 15mm forward, increasing caster and shifting the weight balance rearward. The aluminum frame structure is unchanged, but incorporates more rigid top motor mounts. The redesigned cast aluminum rear subframe is removable. A new and very trick-looking swingarm is massively braced at the bottom and engineered to be super-stiff torsionally, but offer nominal lateral flex. Rounding out the chassis adjustments, the arm's pivot point was lowered by 4mm to aid rear-wheel traction.

 

Other than that beautifully sculpted swingarm, the biggest visual clue to the 10's handling upgrades sits conspicuously atop the triple clamp. Not only did Kawasaki fit a much-requested steering damper, it went with a very high-profile Ohlins unit. This isn't some lawyer-mandated throwaway hidden below the steering stem; it's a top-shelf, dual-chamber, 18-way-adjustable stick-type (rather than rotary) unit. In light of the aforementioned changes that theoretically foster chassis stability, why the engineering about-face? The official line was a simple one: This wasn't an engineering decision at all; it was a marketing call—apparently against the white coats' wishes, no less. Man, those guys in green really are listening and fighting for us.

 

Guess someone forgot to remind them to offer all of these killer upgrades but not to raise the bike's weight or price for 2006. The ZX-10R gained 11 pounds in its transformation and now retails a measly $200 bucks higher, at $11,199-well within the current open-class ballpark. Heck, that sweet steering damper alone could cost twice the price increase. Besides, Tommy and Roger Lee Hayden could have spent all of their retirement funds (and even their MotoGP hotshot brother Nicky's) on the extensive re-engineering that their Superbike platform received in the off-season.

 

Extrapolating approximate 2006 open-class wet weights using Motorcyclist magazine's "Hard Numbers" and updated new-model information for guidance, the porkier, 444-lb. ZX-10R is a pound heavier than the GSX-R, but still 5 lbs. and 7 lbs. lighter than the new-and-improved CBR-RR and slightly revised R1, respectively. Thankfully, the new 10's weight is hidden well at speed.

 

Getting up to speed is what the 2006 ZX-10R's press launch was about. This introduction was not limited to a four-lap MotoGP journo ride o' terror on a strange track in a foreign land. It was a more low-key, close-to-home event where journalists rotated through a series of 15- to 25-minute stints on California Speedway's national course, the very same track Mladin and company will tear up in April.

 

http://www.superbikeplanet.com/image/kawasaki/06zx10test/zx10d.jpg

 

According to the bike's lap timer, my six sessions added up to 111 minutes in the saddle, enough for nearly 80 go-rounds on the 2.3-mile circuit, a grand total of 184 miles. This closed-course evaluation was backed up by 300 street miles on 2005 ZX-10Rs, days before the intro and immediately post-test.

 

Folding my arms and legs around its curves during our first embrace, the Tenner felt smaller but not heavier; its cockpit a little bit tighter, offering a more intimate sit-in-it vibe, rather than a less connected sit-on-top feel. The redesigned fairing and scalloped fuel tank allowed this 5'6" tester to quickly get into a wind-cheating tuck and keep his hands out of the breeze, even while approaching 165 mph on Fontana's front straight.

 

Turning a wheel at Fontana for the first time, I spent the first session in reconnaissance mode learning which way the 21-turn course bobbed and weaved, searching for braking markers and surveying the pavement. With just 18 minutes in the saddle, it was quickly apparent that the new ZX-10 was a friendlier, more competent motorcycle which shifted better, accelerated without drama and threaded a set of twisties effortlessly. Also that its yellow-beamed shift light—set at 11,000 rpm, according to the much-improved tachometer-and the checkered flag came on much too soon.

 

As the track melted into the background with familiarity, the ZX-10R's potential came into finer focus. Progressively, throughout the day, speed increased, braking points deepened and steering inputs sharpened as the goal of comfortably laying down fast laps to better test the tackle replaced street-riding sensibilities.

 

The 10's engine motivated these sorties with velvety smooth off-corner acceleration and ultra-linear delivery. There are no distractions in its powerband to dampen focus on the next obstacle as the bike lunges ahead with true open-class authority starting at 7000 rpm. Even in Fontana's long, tricky, double-apex Turn 5-6 section, the no-drama motor's great throttle response and lack of driveline lash allowed the machine to track straight and true.

 

Many tight portions of California Speedway were ridden in the 10's tall first gear, which carries it to around 110 mph. This gave hundreds of opportunities to make the motor sing at all octaves—from a honking basso profundo in the sub-basement to a falsetto as it climbed to a towering 13,000 rpm redline, 500 rpm higher than the last-generation motor revved. In any cog, whether charging down short chutes from corner to corner or maximizing acceleration on the banking, the new engine picked up revs noticeably quicker and more transparently because the dips and rises in its predecessor's torque curve were massaged out.

 

All that and not one missed shift. The newly massaged transmission and shift mechanism mesh in perfect harmony. Gear-change action is positive, with none of the former model's notchy feel. The tranny doesn't mind quick, clutch-less upshifts and the slipper clutch works seamlessly. A few purposely ham-fisted corner-entries didn't elicit rear-wheel lockup or so much as a good chirp.

 

Along with the stronger, yet more relaxed motor is a world-class chassis that further puts the mind at ease when wielding the sharp end of a 160-horsepower go stick—whether chasing the Tail of the Dragon around Deal's Gap or dealing with a five-second gap while chasing a bitter rival with three laps to go at Laguna Seca. Coming down from speed, braking stability is excellent and the new-age, direct-action radial-pump master cylinder offers incredible feel and produces lots of progressive power with little effort.

 

The ZX-10's re-jiggered dimensions give the bike a light feel that belie its extra weight. With this new mass centralized, it didn't balk at California Speedway's flip-flop chicanes. Where the 2005 version required firm countersteering when demanding that it change direction rapidly or hold a particular line, on this latest iteration quick transitions and mid-corner corrections are accomplished without breaking a sweat.

 

Further setting this new Ninja apart from its predecessor, the '06 pounds from corner to corner in first and second gears without raising its front tire and shaking its head as redline approaches. That's not to say it won't wheelie on command or get a little lightheaded in challenging conditions.

 

That's just what happened when the stock Dunlop Qualifier street tires were swapped for sticky Dunlop Sportmax GPs. Unfortunately, they brought out one of the old ZX-10's bad habits that didn't appear with the 2006's original-equipment tires. Traversing a section where we purposely cut the track, accelerating through some bumps near the top of first gear at 100 mph or short-shifted into second, the bike gently shook its steering head in protest. This process was repeated lap after lap when accelerating over a particularly rough pavement transition before shooting up the front straight's banking.

 

Having tuned out as much of this effect as possible during the previous day's testing, Kawasaki's Tech Services folks offered up a few clicks of the steering damper. Going three positions stiffer calmed the front end with little difference in steering effort.

 

In every other situation at Cal Speedway, the fully adjustable suspension package—featuring the same 43mm inverted fork and piggyback shock-which were set up softer than the previous model or any recent Kawasaki sportbike—sucked up bumps rather than transmitting them through the frame to the nut behind the handlebars, allowing riders pick up the throttle earlier. Again, all in the pursuit of faster lap times.

 

In less than 200 miles of testing, it was easy to see that the 2006 ZX-10R has more of everything racers and highly skilled street riders need: prodigious torque and smooth power to pull cleanly out of corners, sharp handling to effortlessly knife through tricky combinations, uncompromised stability and incredible brakes wrapped up in a handsome, well thought-out, hospitable package. The previously mentioned tire-induced headshake and the big Kawi's slight resistance to turn-in under trail braking were the only chinks found in the ZX-10's stately armor.

 

We'll know soon if the second-generation ZX-10R accomplishes job one. It certainly was the fastest bike around Kawasaki's Autopolis test track during its maiden voyage with Tommy and Roger Lee manning the clip ons. Within 10 laps of comparing the team's well-developed 2005 ZX-10 Superstock bike to an identically set up 2006 version, the boys consistently lapped one to two seconds faster on new machine.

 

These first dates were wildly successful. As it turns out, product manager Edmondson wasn't blowing smoke. Kawasaki really is focused, committed and determined to heed customer demands, cater to racers' needs and follow through with solid after-sale support, producing sportbikes that exceed expectations.

 

Racer Support

 

After denying the rumor that a ZX-10RR homologation-special is in the works, Kawasaki announced a 30-percent increase in racing kit parts for the 2006 10R compared to last year's model—115 so far, from adjustable ECUs to wiring harnesses. Team K has also bolstered its commitment to the ZX-10R's racetrack success. A creative, 100-bike dealer sponsorship program was initiated and nearly two million bucks in racing contingency money put up for grabs.

 

Based on the long-running and hugely successful Team Green racer support program, the new Dealer Assist Race Program makes available a combined mix of 100 ZX6s and 10s that come with a parts allowance and a complete sponsorship package.

 

Kawasaki's roadracing contingency coffers just got richer, wider and deeper, too. There's $1,788,275 available in the pot, or 28 percent of Kawasaki's total payout for all disciplines—from drag racing to Supercross. In AMA Superbike, for example, the floodgates open up to the tune of $7000 for a win. A 20th-place lapper gets $100 hazardous-duty pay. Supersport and Superstock racers who climb to the top of the box will earn $1000; a Kawasaki-mounted racer at the bottom of the top-10 takes home 100 bucks.

[Tashi]

The swingarm looks wicked!

[Tashi]

http://www.citybike.com/images/stories//storyart/honda-hero.jpg

 

Sometimes, even the best of plans don't work out the way they're supposed to. The original CBR1000RR is one example. Take key elements of the World Championship winning RC211V MotoGP bike, refine it with the same HRC engineering that had won numerous world titles, and place superstar riders like Ben Bostrom and Miguel Duhamel on it - can't lose, right? You would think so, especially during preseason testing when the Superbike pilots were ranting and raving about its power and handling. Instead, the best Honda could manage was the runner-up position in the 2004 championship. Not necessarily a bad finish, but one that was definitely short of the goal.

 

Honda’s next move was a significant one, opting to take development of their Superbike in-house instead of leasing bikes from Honda’s racing arm, HRC. The end result was an even greater disappointment, as Duhamel and rising talent Jake Zemke both struggled to place the place the CBR1000RR on the podium throughout the season.

 

The bike's luck in magazine shootouts was only marginally better. While it worked very well in production form, it was also the heaviest contender in the open class. Compounding the problem were its horsepower numbers, which were the lowest in the class. Without any sort of standout performances on the stat sheets, the Honda flagship just didn't have the same bragging rights that the other open classers had. It might have had the engineering and reliability that Hondas have always been known for, but open class dominance has always been about stat sheet superiority or road racing championships. The big Honda had neither, forcing the engineers to make some major changes to its roadracing flagship for 2006.

 

The first task for Honda's team of engineers was to put the big CBR on an intensive weight loss program. Rotating weight, unsprung weight - you name it, Honda trimmed something from it. Thinner walls on the camshafts resulted in a 100 gram loss. A smaller, lighter ECU - another 100 gram loss. Newer, thinner brake rotors (which were increased in diameter from 310 to 320 mm) - a 300 gram loss. All in all, the new CBR1000RR tipped the scales with 17 fewer pounds than its predecessor.

 

The next task was to massage a little more steam out of the motor. Additional power was found with reshaped intake and exhaust ports, creating a straighter path and increasing flow. The compression ratio was increased from 11.9:1 to 12.2:1. Lift on the intake cam was increased from 8.9mm to 9.1mm, with redline increased from 11,650 to 12,200 rpm. According to Honda engineers, the end result of the changes is a claimed 3% increase in power - and that's not counting the acceleration gained through weight loss. As most tuners will tell you that a 7 pound drop in weight equals a 1 horsepower gain, you can see the significance of the 17 pounds the CBR lost for 2006.

 

Then there's the handling. While the 2005 was viewed by many as the most forgiving, rider-friendly open bike in the open class, some felt the geometry was a little flat and uninspiring. Honda engineers changed that for 2006, making a number of changes to sharpen the handling and steering characteristics, while still retaining its rider-friendly handling characteristics. The steering angle became steeper, from 23.45 to 23.25 degrees. 2 mm of trail were dropped. Thanks to a new swingarm, the wheelbase was shortened by 10 mm. To counteract the side effects that accompany a shorter swingarm, an HRC derived rear suspension linkage was used. These changes - together with the weight loss, power gains, and an additional tooth on the rear sprocket - resulted in a machine that not only steers quicker, but wheelies easier as well!

 

The CBR1000RR also received a few styling changes. The indent in the front cowl is more pronounced, accentuating the redesigned slim-line headlights. The new side fairings feature a more open look, exposing the new motor with more rounded lines – a big change from the slab-sided lower fairings of its predecessor. In some ways, the old bike appeared to be wearing granny panties as far as bodywork and paint schemes were concerned. The new bike, on the other hand, seems to be sporting a thong!

 

When the date of the event approached, I wasn't really sure what to expect – the Honda really didn't have the same kind of kick-in-the-pants reputation that the other open class contenders did. As last year's bike had the reputation of being "rider friendly", I was curious to see just how friendly a cutting-edge, open-class sportbike could be. Especially on a track with a number of tight corners – many of which had a history of being “unfriendly” to bikes with big power numbers.

 

Friendly or not, it was cold during that first session! The combination of liter bike power and cold tarmac had me poking around Buttonwillow's serpentine layout for my first few laps. With the rounded profile of the OEM Bridgestone BT-015s that were mounted to the rims, the Honda took a bit more effort to turn than I was used to. But compared to the race tires I was used to running, the Bridgestones came to temp fairly quickly, allowing me to confidently pick up the pace while witnessing the sideways antics that test riders Doug Toland and Jeff Tigert subjected them to. While I doubt I was going fast enough to make an AFM Formula Pacific grid, I did feel like I was going at a respectable clip. And at that speed - probably a decent A group pace at any given trackday - I didn't manage a single slip or slide. Definitely impressive for an OEM street tire.

 

For a liter bike, the CBR was a lot more manageable on the gas than I thought it would be. There was no kick-in-the-pants, low end hit that threatened to spit me into the desert - just smooth, linear power. It was so smooth, so useable; I almost forgot I was on a 1000cc machine. Of course, the CBR was quick to remind me of its lineage, lofting the front wheel on acceleration where I've never lofted it before. Only on an open liter bike.

 

My next session was spent on last year's bike. It was my first experience on Honda's flagship of yesteryear, as riders on open class bikes generally aren't as open about lending out their rocketships. Under normal circumstances, I probably would have been impressed by its rider-friendly manners. But after riding the new bike, it felt a little uninspiring. The extra weight could be felt as I snapped the bike through left-right transitions. My drives off of corners weren't as strong, and I found myself running out of revs on some corner exits. Corner entrances were a little harder to get right, with the back wheel chattering into corners unless I matched my revs perfectly. On the new bike, I could downshift and peel into same corners with the back end totally settled. The Honda might be the only open class competitor without a slipper clutch, but after riding it, I wasn't so sure it needed one. It actually worked better on downshifts than one bike I had ridden that did come with a slipper!

 

After lunch I was back on the new bike, with a set of new Bridgestone BT002 racing tires mounted up. With that setup, I was able to get the bike on its side much more quickly, and with considerably less effort. Once it was leaned over, the bike felt considerably more planted than it did with the OEM tires, allowing me to make midcorner line changes with confidence. The radial mount calipers on the new rotors allowed me to scrub speed in a hurry, while still providing enough feel to trail brake all the way to the apexes of different turns.

 

Usually, an open class racebike reminds me how hamfisted I am. The front will snap at me from time to time when the front comes up in places I'm not accustomed to, while the back might nip at me when I get a little too eager or anxious getting on the throttle on corner exits. That wasn't the case with the big Honda. The CBR1000RR kept encouraging me to enter deeper, to get on the gas harder and earlier. I've always believed that a good bike could make me feel like a better rider than I actually am. And I felt damn good on the Honda.

 

When I did manage to get it wrong, the Honda would calmly let me know I screwed up. The CBR's power had the front end coming up in places I didn't expect it to, resulting in a few crossed up wheelies that were set down before I was able to straighten the front wheel out. When that happened, the bike would respond with a momentary wag of the bars before quickly settling out - a calm reminder that I had to be gentle with it. Barreling into the approach to Riverside - the fastest turn on the track - the CBR just cruised through a pair of dips that has been known to get bikes bent out of shape rather quickly. Lap after lap, it railed through without any issues, despite the fact that I was probably going through that part of the track faster than I ever had before. It was dead stable through sections of track that have caused serious instability problems on other bikes, a testament to the excellent stock setup, the Unit Pro Link rear suspension, and the electronic steering damper.

 

In the past, I've had all kinds of problems at Buttonwillow, struggling to get the bike smoothly and quickly through several of its trickier turns. It felt like much less of a struggle on the Honda, the way it floated through ruts and bumps, settling smoothly into tighter corners from high speed chutes without getting tied up in knots. Thanks to the new Honda, I was able to have one of my most memorable rides to date on its narrow, 3 mile long layout.

 

And then it was over. All too soon really, as I had no desire to give the bike back and return to reality. In the same sense, it was time for Honda and its team to return to reality as well - a reality involving months of preparation the ultra-competitive AMA Superbike and Superstock classes. After riding the new CBR1000RR, I'm pretty confident that they'll be right there in the mix once the season gets underway. Former Superstock champions Aaron Gobert and Josh Hayes apparently have even more confidence in it, joining the Erion squad for 2006 before ever throwing a leg over the new bike. With championship-winning riders, a championship-winning team, and a new bike with loads of potential, the 2006 season is shaping up to be a good one.

 

The 2006 CBR1000RR was a pleasant surprise for me. I didn’t have any expectations of it, yet it turned out to be one of the most inspirational rides I’d ever had on a bone stock streetbike. I'm usually pretty happy to get back on my own well-sorted trackbike after a day on a stock machine. But after riding the new CBR, I found myself wondering how I could make my own bike work as well as the CBR did. While it was a first for me, I won’t be surprised if it’s not the only one for Honda in 2006.

[_3n3mY_]

Originally posted by Shawn--@Jan 31 2006, 05:48 AM

cool!! anymore japan's pic? I kinda reckon, this thread all pic nv show da rider's face wan. How come ah? hahaa

i dunno bout the rest of the handsomes here .. but for me, simply cos i'm ugly ...

probably y i chose to ride ... and hide under the full face.. lol

 

i miss my blade ....

 

blade '06 seems interesting .. should i .. should i not .. should i .. should i not ...

[jungleboy111]

Originally posted by Tashi@Jan 31 2006, 11:55 AM

JB, when are you getting your 06?

 

Got a quote already?

Ken helped me get a quote oredi. I still taking my class 2 anyway the 06 model not here yet. Hopefully when I pass my TP, it should have arrived here.

 

But I keep failing my evaluation, aiming to go for end of feb TP.

[Tashi]

Did any Blader, after reading my posts, go to Mah today and show frustration about coils?

 

I only said BS will not warrant parallel bikes and coils that are not bought from them. I didn’t say anything about your dealer not warranting burnt coil.

 

 

"For those who have not had a coil problem, be well prepared for it.

I would advise the coil be bought from BS, and fixed there. Otherwise if your 2nd coil goes kaput, there will be a lot of dispute.

BS have to protect their own interest. If the coil is not from them, and if it's not fixed by them, they will not warrant the replacement coil.

If you bought your coil from elsewhere, and they cannot verify that it came from them, good luck to you. "

 

"Dirt, the bike was moved from Mah's to BS this morning. BS wanted to check the bike themselves. Even the Parts Manager who was on leave called me to explain the situation. Mah was making calls on my behalf to talk to their GM, Mr. Sim to settle the case.

 

All the mechs were preparing to leave for the day as it's NY Eve. But Andy asked them to stay a bit to fix my coil. Even he has to respect the mech, because 1 of them has been there for 45 years.

 

If yours is a parallel bike, it will not be covered under warranty. But they (here I refer to BS) should still fix your bike under normal cost and cover that spare part."

 

 

 

If you’re having difficulties, share with us. There will be at least one of us that will have some bright ideas.

[Ken]

Eh Tashi, what happened that the coil issue seems big...?

[Tashi]

No, just a small thing.

[Tashi]

The hallmark of all Honda's bikes has always been that they're very easy to ride and live with, and its 2006-spec CBR1000RR Fireblade superbike is no exception.

The new bike is even more polished than this year's example. And though none of the numerous changes made to it are especially radical, they do add up to make the new Blade even more of a complete package. Only time will tell whether the Honda will be able to ultimately match or beat its superbike opposition. But I'd stick my neck out and say that the vast majority of riders will be able to get more from the Blade than the others - simply because it's so useable and friendly.

The new bike doesn't look too much different, retaining a very similar overall shape to the current bike. It might have been slimmed down and sharpened here and there, but it still has the current Blade's visual identity as we know it. Changes to the engine and chassis are just as subtle.

Weight paring on stuff like the cams, radiator and engine covers, along with a lighter exhaust, and ECU help account for the claimed 3kg saving overall on dry weight. And changes to the intake and exhaust ports, combustion chamber shape, and two, rather than a single inlet valve spring, contribute to the claimed boost in midrange power and a 550rpm-higher red-line.

With a very slightly steeper head angle, and marginally shorter trail and swingarm lengths reducing wheelbase by 10mm, the Honda engineers told us to expect a sharper turning motorcycle. And while they were at it, they also pointed out a stiffer crank and redesigned gearbox for greater reliability, some bigger brake discs for extra stopping power, and lower gearing to make acceleration a bit brisker. None of those changes suggest a very different bike to the current model. But believe me, the new Blade is noticeably improved.

For starter's it's a bit lighter up top, and you can notice that just from hauling it up from its stand. And it's definitely got sharper steering too. I hadn't even gone to the end of the pit lane to join the track, before I could tell the response was sharper. And this trait was something I was going to notice a lot more throughout the day.

 

 

Losail is a new track to me, and it's a tricky old place to learn. It has a wide variety of corners, and the flat and featureless nature of the place means it's quite easy to get some of those corners mixed up. But 'ignorance' of a track can actually do you a few favours, and really helps you to assess how easy to use a bike is. And sure enough, the Blade is still very much that sort of bike.

The boost to the midrange and torque is evident, and that combined with the higher redline, means the power is now more broadly spread, easier and more forgiving to use. This means you can hang onto the same gear for longer and the new bike definitely doesn't need the same number of changes to keep the pace as high.

Now the most debateable point is whether, as Honda claims, the new bike can keep up with a GSX-R1000. And though the new bike's engine is undoubtedly stronger than last year's, it certainly doesn't feel as powerful as the Suzuki's. But, and it's a very relevant but, feel isn't necessarily good enough to assess the actual acceleration and speed an engine gives. A smooth and linear delivery like the Blade's can sometimes disguise its true potency, and give the impression that it's slower than it really is. The only way we'll find out if the Honda's motor is up to the pace of the Gixer's, is when we test them back-to-back.

Where it will compete closely with all other superbikes however is round corners. The Blade's chassis has always been up there with the competition, and the latest bike's is the best version yet.

The slightly reduced weight, and sharper steering really paid dividends round the Losail track, and the old bike's tendency to run wide at times has gone completely. The 06 bike's steering is lighter and sharper and it can hold a line perfectly no matter what the speed or sharpness of the corner. It's amazing just how much small changes in geometry can make such a difference, but that's just what they've done.

It's a similar story with the brakes and the increased disc size has added extra power while retaining the same levels of feel and progression. I certainly never wanted any more stopping power whichever of the track's corners I was charging into.

 

 

After two sessions learning the circuit, we were allowed to stiffen the suspension from the standard settings and it really helped with the composure of the bike overall. And then in the afternoon sessions, to really see what the bike was made of, Bridgestone BT002 race tyres were fitted to the bike.

The specially-made BT015 road tyres had done everything asked of them up to this point. But the grip that the race tyres offered was in another league and allowed you push the bike much, much harder than before.

It was an excellent way to find out just how good the Honda was under extreme pressure, and the Blade passed the test superbly. The final verdict on the bike's handling is quite simple. It's a lot better than me and it never got anything less than my full approval.

And that's the story of the bike overall. It's better by being gruntier and sharper, making it quicker and easier to go faster on. The changes to the engine and chassis might be subtle but they do add up to give a noticeable improvement.

The latest Blade is even more well-mannered than its predecessor and all the more rideable because of it. And that's a very good thing when you've got so much power and speed on tap.

The only real concern for some will be that it doesn't feel as fast or thrilling as it is. Not everyone wants refinement and civility from a superbike. But Honda it seems, can't make bikes any other way.

[chilly]

Guys,what do you think of this product or 'gadget'.It is use to clean & lube

your chain without dirtying your hands.

 

http://img62.imageshack.us/img62/8089/kettenmaxxl0is.jpg

 

 

The link to this product http://www.bikehps.com/acatalog/BikeHPS_On...cation_253.html

[harold]

chilly, great product there...

 

thinking of getting it???

[nocturnized]

WoW looks like a cool product ! Will help ease away all the hassle and dirty fingers cleaning the chain and lubricating them...

[Tashi]

Find a dealer in US to purchase, should be cheaper. Looks cumbersome. But if you buy, I'm willing to come to your house and try and let you convince me otherwise! Buy! Buy!

[LastDance]

MO pretty pls

[harold]

Originally posted by LastDance@Feb 8 2006, 10:35 AM

MO pretty pls

agreed agreed!!!

 

[Tashi]

2006 Euro FireBlade Ad

[FoxBoy]

Hi Tashi, were you from MBS KL ?

[Tashi]

Originally posted by FoxBoy@Feb 9 2006, 07:20 AM

Hi Tashi, were you from MBS KL ?

Hi Foxy, what's MBS? If I'm asking, probably not. However, KL is a place that is not unfamiliar to me.

 

In other news, the 2006 Blade is now king of the 1000cc bikes. See the fine print on center tight of page?

 

http://img236.imageshack.us/img236/4408/108810777fs.jpg

 

Take a bow everyone.

 

Somewhere in S'pore, someone will be secretly testing a 2006 Blade. Stay tune as your trigger happy, T7 wielding Blader goes behind enemy lines to capture pix.

 

Notice that triangular Micron at the bottom of the page? Hmmm. Looks like it's made for the new R6 or 600/750 GSXs.

[LastDance]

you should see the micron from the end, it's only a small opening. and it's for the r6.

[FoxBoy]

Originally posted by Tashi@Feb 9 2006, 07:52 AM

Hi Foxy, what's MBS?

Methodist Boys School,used to know a Tashi who went there.

[Tashi]

Originally posted by FoxBoy@Feb 9 2006, 04:38 PM

Methodist Boys School,used to know a Tashi who went there.

I'll be deprived if I were to go to a boys school. Heh.

 

In other news, not bad a service from tankslapper folks.

 

It looks like we made a mistake , tashi, when we copied and pasted the address off of your order page. We will have to make you another kit and re-mail it.

 

It is not likely we will get that one back, we almost never get them back when they are mailed internationally, and without a county on the address line, I don't see how they will ever find you either...

 

I'm sorry for the delay this cause you. we'll send out another kit right away.

Thanks,

Lucas