Extreme Machines.

The CBX was designed by Shoichiro Irimajiri who, as a precocious young designer, was responsible for Honda's legendary six cylinder race bikes.There are many contenders for the world's most charismatic production motorcycle but one of the favourites must be Honda's charismatic CBX 6. Everything about the bike says it is a work of uncompromising genius -and it is.

Mr. Irimajiri was clear about the link between the exotic GP machines and the road going CBX. At the bike's launch in 1979 he said: "When we were racing, we were up against four cylinder two-strokes built by Yamaha and Suzuki. Cylinder multiplication was the only way we could be competitive. That's why we built the five cylinder 125 and the two six cylinder machines. The CBX is a direct descendant of these race engines. That's one reason why it took only a year and a half to develop. We already had the engine technology from our GP racing experience."

Another reason for the bike's very existence was the opening of Honda's then brand-new R&D centre at Asaka. Bursting with the brightest designers in Japan, and filled with a burning desire to show that Honda occupied the top spot in world wide bike design, the CBX was intended to make it clear just who ruled the bike world.

The CBX was every bit as exotic as its GP predecessors. It featured no less than 24 valves feeding the motor through the most sophisticated constant velocity carburettors ever made. The engine was also incredibly practical. Despite looking vast, it was only two inches wider than the four cylinder Honda CB750 it replaced and boasted a sweet gearbox and svelte clutch. Best of all, producing 105 bhp at 9,000 rpm, it made the power its looks promised.

The styling was equally dramatic. A team of five chassis engineers and stylists, working under the direction of Norimoto Otsuka, produced one of the most dramatic petrol tanks ever to grace a motorcycle. Its shape is both sinuous and voluptuous - as if a liquid has been poured over the bike and then frozen in an instant.

No less than 24 valves feed the motor through sophisticated constant velocity carburettors.The chassis was less successful with spindly front forks and a swinging arm which was definitely not conceived by a master engineer. Neither were the rear shocks. Finally, the Dunlop tyres, which the bike came equipped with as standard, did not do the bike any favours.

Not that any of these factors caused the CBX to handle badly. Rather it required thought, care and intelligence to perform well. The root of the problem lay mainly in its weight. Tipping the scales at almost 600 pounds wet, this was not a bike which took kindly to sloppy or indecisive riding. And so developed the great myth that CBX 6s don't handle.

This falsehood, combined with a high list price, eventually killed the bike. The gossip was also that Honda actually lost money on every CBX they sold. So, after only four years, the CBX ceased production - and the biking fraternity should have mourned the passing of a truly great motorcycle.

Now, equipped with modern tyres and aftermarket rear shocks, there is nothing in the biking world which can surpass the feeling of wafting effortlessly along on a six cylinder magic carpet.

This genre is difficult to categorize - part purpose-built metric dragster, part boulevard cruiser, part radical custom show bike, and a little Hip Hop style billet-bling thrown in for good measure. Metric super bikes such as the Suzuki Hayabusa or Kawasaki Ninja are a popular canvas from which these builders create their stretched and slammed customs. Some builders opt for the stripped-down, anodized, minimalist approach, while others never saw a metal bit that didn't deserve a layer of chrome. Different stokes for different folks, but any way you choose it, audaciousness is the prime mover of this rapidly growing niche in the world of motorcycles.

Making a significant departure from traditional sports motorcycle concepts, BMW proudly presented the “most powerful naked bike of all times” at the 2004 INTERMOT Motorcycle Show: the BMW K 1200 R.
Ever since it has been a well-known fact that BMW is by all means willing and able to openly demonstrate extreme power and extroverted design in genuine style. Now the significantly upgraded successor to the BMW K 1200 R is making its world debut at the 2008 INTERMOT Motorcycle Show in the BMW Urban Encounter World – the new K1300R, the most powerful naked bike BMW has ever built.
Developing a maximum output of 127 kW (173 hp) and weighing exactly 243 kg (536 lb) with a full tank, this extravagant Power Roadster, one of the most powerful and dynamic machines in its segment, fulfils the greatest demands in terms of riding dynamics without in any way neglecting the particular wishes and preferences of the BMW customer in terms of safety, equipment and riding comfort.
The K1300R Power Roadster is a high-performance riding machine offering a perfect blend of performance, riding safety and technical features carried over from the K 1300 S. So while the drivetrain and running gear are carried over from the K 1300 S, they have been modified in this case to meet the particular requirements of a large-capacity naked bike.

The most significant and outstanding considerations in developing the K1300R were indeed to offer the rider supreme riding pleasure combined with equally outstanding safety on the road as well as the most sophisticated design features and an extroverted, masculine look.
Suspension geometry has been upgraded to an even higher standard than on the previous K 1200 R and it gives the K1300R even greater agility combined with the same high standard of riding stability as before.
The basic technical data on the suspension are now the same as on the K 1300 S. In comparison with the previous K 1200 R, the BMW Duolever front-wheel suspension is now slightly lower, with the wheelbase of the new model being correspondingly longer.
The guide ducts on the engine have likewise been modified for the new machine, with maximum output of 127 kW (173 hp); almost the same as on the K 1300 S. Quite generally, both engine output and torque have been increased significantly over the previous model, while the shorter final drive ratio of 2.91 versus 2.82 on the K 1300 S likewise has a positive impact on the acceleration and pulling power of the new machine.

BMW K1300R Technical Highlights – an Overview:Even more dynamic, particularly at lower and medium engine speeds, thanks to the increase in engine capacity. Engine output 127 kW (173 hp) at 9,250 rpm, maximum torque 140 Newton-meters (103 lb-ft) at 8, 250 rpm. Increase in torque by more than 10 Newton-meters (7.4 lb-ft) all the way from 2,000–8,000 rpm. Newly tuned Digital Motor Electronics to fulfill the highest environmental standards. Optimized charge process for greater performance and lower fuel consumption. Optimized exhaust system with a new rear-end muffl er and electronic flap control as well as a fully controlled three-way catalyst. Desmodromic operation of the power application function to improve dosage of engine power. Even greater riding precision combined with maximum riding stability ensured by the optimized Duolever front wheel suspension with a newly designed longitudinal arm at the bottom. Firmer spring/damper set-up for even better feedback to the rider. Supreme handling ensured by optimized suspension geometry, optimum mass distribution and a perfectly balanced overall concept. Second-generation ESA II electronically adjustable suspension and ASC anti-spin control as an option. New, innovative generation of control switches with optimized ergonomics. Optimized, maintenance-free shaft drive with a new two-stage drive shaft. HP Gearshift Assistant for shifting up without the slightest interruption of power and traction available as an option. Wide range of standard features and accessories tailored to the K1300R, all offering the usual supreme qualities of a BMW.

The last few years have been what could be described as something of a 'second coming' for Kawasaki.

A firm that once seemed content to tick-over with minor annual updates while the rest of the competition accelerated off into the wide, blue yonder have

given themselves a sturdy kick up the corporate backside of late, resulting in a healthy range of bikes with the scope to rival any other manufacturer.



Perhaps understandably, in this sports bike obsessed nation of ours, it's the headline bikes such as the ferocious ZX-10R; its nimble kid brother the ZX-6R

and the new 'considerably-faster-than-you' ZZ-R1400 that have been hogging all the media limelight.
Well, that's as maybe, but for those of you a little thinner in wallet and shorter in riding experience, you should be glad to hear that it's a case of
strength in depth for the green army in 2006, with the new ER-6f being a prime example.
Accessible performance, real world practicality and affordable insurance costs are, for the vast majority, just as important as three figure speeds and bar room boasts of unfeasible dyno figures.

Essentially a faired version of the ER-6n ('n' for naked, 'f' for faired) the f variant promises more potential for those looking to cover larger distances
without having to resort to rigorous neck-building exercises. But it's not just been a case of botching on a fairing and hoping the best. A fair bit of
thought has gone into the design process, resulting in a machine specifically tailored to suit its new role.
The front fork length has been increased by 10mm to compensate for the added weight and downforce generated by the new fairing and the horizontally-mounted,
offset rear shock has been tweaked accordingly. The net result is a slight increase in caster, trail, wheelbase and improved ground clearance which is helped
all the more by the stylish underbelly exhaust.
Having spent the day travelling since the wee small hours to our picturesque test location on the east coast of Sicily, the press briefing was refreshingly,
erm, brief with much of the focus centring on the motor. The parallel twin configuration isn't anything new, but interestingly it does appear to be making
something of a comeback in various guises other than the common or garden 500cc commuter bike.
Yamaha achieved moderate success with the 850cc (and latterly 900cc) TDM and TRX models in the UK, (though the TDM sold by the truck load in Europe) but up
until the arrival of the ER-6n and the eagerly anticipated BMW F800S and ST, the popularity of the parallel design seemed to be on the decline, with more
companies opting for the more fashionable four across the frame or vee-twin layout. So I guess they do have a fair point when they mention their 'unique
configuration'. Well, almost anyway...
Jumping on the bike, the riding position takes me by surprise a little with just how low it is. It's a slim bike too, meaning that for those a little short
in the leg, touching down both sides shouldn't be a problem (though taller riders will be pleased to hear that a higher seat is available as an optional
extra). Traditional handlebars also mean that there's plenty of scope to adjust the riding position to suit, meaning that it should be a case of
one-size-fits-all, which can only be a good thing. Confidence is a key word with the ER-6f and Kawasaki quite unashamedly highlight the fact that this is a
bike aimed at newer riders, riders returning to riding after a few years out or simply those looking for a mid-priced machine for anything from a Sunday
blast to the odd weekend away.
And it is an easy bike to ride. Heading out on to the unfamiliar Sicilian roads from our base camp in Taormina along the tight, cobbled streets that wind
their way through the scattered villages along the coast, the bike allows its rider to focus his attentions on avoiding the unpredictable drivers and errant
scooter riders that buzz around seemingly oblivious to what's going on around their Versace sunglasses, rather than worry about what the bike's doing.
Reading the map gaffa-taped to your tank. All in a day's work for Hoyles..

At slower town speeds, the motor feels smooth and fuels precisely. Unlike many vee-twins that tend to be lumpy and difficult to regulate at small throttle
openings, the ER-6f's delivery makes for a far more civilised and less stressful ride through town and traffic, with the generous turning circle making its
presence felt on more than one occasion, partly due to the tight town roads, but mainly down to the countless u-turns caused by my apparent inability to
follow a map. I blame the road signs, myself!
Carrying on a little further along the idyllic Mediterranean coastline, through picture postcard villages and up into the lush green foothills of the
imposing Mount Etna, the road opens out, finally allowing us to get out of the first three gears and giving us the chance to fully explore the bike's
performance.
To be totally honest, initially I'm rather underwhelmed. Rightly or wrongly, almost instantly I find myself comparing it to Suzuki's SV650 and by comparison
the Kawasaki feels a little bit flat. Stomp off the bottom end isn't anywhere near as torquey as the SV and for a while I'm left wondering what all the fuss
made of the ER-6n was about. A few corners later, I suss out how to ride it. While it may be a twin, the delivery and engine character are totally different
to the more traditional vee arrangement.
The art of saving money on your bike and your kneesliders..
Of course, the engine is essentially half a four cylinder motor, so the key is to rev it like one. The power comes in with a little more fervour at around
7,000rpm and keeping it buzzing higher up the rev-range rewards with reasonable drive off the turns, putting it on a par with the SV in terms of out-and-out
straight line performance, all the way up to a guesstimated top speed just shy of 130mph.
Making the most of the available power does mean that cog swapping needs to be clean and precise for spirited riding. Fortunately the little Kwak lets you do
just that. The gear lever connects directly to the gearbox shaft, meaning there is no slack to take up in the linkages as there aren't any.
But frantic hairpin-bashing isn't really what the 6f is all about. Cruising at a more sedate pace, taking in both the dramatic Sicilian scenery and spending
more time thinking about the bike than what may lurk the other side of a two-hundred foot precipice, I soon start to realise what it's good at. As it turns
out it's good, if not brilliant, at a little bit of everything.

but ninety percent of the time it quietly gets on with the job, providing a plush ride, complimented by the comfortable riding position and seat.
The brakes work well enough to hoist the rear wheel off the floor with plenty of feel at the lever so there are no complaints there. There's also an ABS
option available (for an extra £400) which should be reassuring for less experienced riders.
Hoyles loves to get it up..
The 6f scores well in the practicality stakes, too. While the spec sheet reveals a relatively small fuel tank, the bike is incredibly frugal on juice - We
managed getting on for 120 miles before the light came on - despite spending much of the time thrashing around sinuous mountain roads. Expect well over 150
with a steadier throttle hand.
Well-placed bungee points should help with luggage and, with a whole plethora of genuine Kawasaki bolt-ons to enhance the touring experience such as a top
box that bolts directly in place of the side-mounted grab rails, large crash mushrooms, a higher seat and even smaller indicators to replace the hideous
original items there should be enough scope to personalise the bike to suit your type of riding.
Overall, while innovative in design, the ER-6f is still fairly simple. Bog-basic non-adjustable forks and brake calipers embrace trick petal discs and sporty
looking six-spoke wheels. From the old-fashioned (but very easy to read) clocks to the MotoGP style exhaust and cassette gearbox there's a fair mix of old
and new technology thrown together, though it has to be said that as a whole it does come together rather well both visually and on the move.

While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers
Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.
Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.

Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.
While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.
New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6.
The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.

The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.
Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.
The new FZ6R sports a redesigned engine from the crankcases on up.

But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook.
These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R.
Efficiency runs deeper than just through your wallet. When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6.
The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radius.
Taller riders will appreciate the additional near inch provided by the adjustable saddle.

one will notice the lack of punch at the whack of the throttle. The 6R has a milder state of tune, and this pays off with power being available at revs that are more easily accessible – no need to zing it to redline. The engine gains speed slowly but deliberately, accompanied by a slight buzz after 7000 rpm.
Comfy ergonomics and ample wind protection are two of the rider-friendly attributes of the FZ6R.

When it’s time to slow down, the front and rear Brembo master cylinders pipe that stopping power through a 5-way adjustable lever to a pair of dual-piston pin-slide Akebono calipers up front gripping two 298mm rotors. Providing adequate power for the bikes intended audience, they’re not up to the standards of power and feel as racier sportbikes. The rear single-piston pin slide Nissin caliper chomps on a 245mm rotor, the same as found on the FZ6 model.
The all-black FZ6R Raven model has an MSRP of just $6,990 while the Team Yamaha Blue/White, Cadmium Yellow and Pearl White paint and graphic schemes run slightly higher at $7,090. Each color has a different graphics package – two are traditional Yamaha and two are more in line with the flashy and cool R6 designs.
The FZ6R is a worthy option for someone who wants a practical and easy-to-ride bike yet wants some sporty styling and responses.