Wild Safaris In India
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Showing posts with label 250 cc bikes. Show all posts
Showing posts with label 250 cc bikes. Show all posts
One of the few bits of good news in the motorcycle industry these past few years, at least in America, is that many of the too-cool-for-the-States Euro-only models have finally dropped anchor and headed to the New World. The U.S. gets one such ride, Yamaha’s FZ8, as a 2011 model.just got a first taste of the new Fazer on a 100-mile run in California’s Santa Monica Mountains, discovering a fun-to-ride and versatile new middleweight.
The FZ8 expands what Yamaha dubs its Total Sportbike line, a designation applying to the high-performance Supersport R1 and R6, as well as the Sport-Touring FJR1300. In between are models Yamaha designates as its Sport models: the fully-faired FZ6R, half-faired FZ1 and the naked FZ8.
(MIC), Yamaha claims the Total Sportbike segment of the industry has held steady from 2005 thru 2010 at 20% (cruisers maintain the top position at 45-50% of sales). Within the Total Sportbike category itself, however, the Supersport segment has dropped from 65% to 49% over that six-year stretch. Picking up the slack, the remaining Sport models are up from 29% to 37%, with Sport-Touring bikes more than doubled from 6% to 14%.
Other market indicators deemed favorable for the FZ8 include a growing trend of riders no longer purchasing multiple specialist bikes, but instead investing in a single, more versatile mount. Add in Yamaha’s own customer feedback, which put Rider Position and Price/Deal as their most important purchasing reasons, and Yamaha makes a strong case for its new naked standard.
The FZ8 sources a familiar looking Inline Four, which shares the pre-crossplane R1 pedigree of its larger-displacement FZ1 sibling. The engine cases are in fact identical with FZ1, along with the 53.6mm stroke. But the FZ8 displaces 779cc courtesy of its sleeved down 68mm bore (77mm on FZ1). The FZ8 mill further diverges with a new four-valve cylinder head (five-valve head on FZ1) and higher 12.0:1 compression ratio. Mellower cam profiles and revised valve timing tune the FZ8 for low and mid-range power, rather than the top-end bias of the FZ1, the latter bike also sporting a 500 rpm higher redline at 12K.
Variable length intake funnels further refine the engine’s power characteristics. No, it’s not the movable YCC-I system from the R1, rather the outside cylinders are 125mm long, while the middle two cylinders route air from the 7.8-liter airbox through 150mm length funnels. Other internal changes include a narrower throttle bore than the FZ1. The other major change from the FZ1 mill is a lighter crankshaft, with Yamaha claiming a 30% reduction in inertial mass. While giving the engine a quick revving character and smooth throttle response, the company touts the crank’s the reduced rotational force “contributes to light and responsive handling.”
Well-suited to a bike pitched as a step-up model, the engine’s broad powerband has something for all skill levels. The low end churns out ample, yet manageable power, complemented by a forgiving throttle input. Approaching 6K on the tach and a fantastic mid-range zing kicks in. Squeeze the throttle between 6 and 9K and riders had best have firm grip on the controls, because it hauls. Fueling across the powerband is immediate without being abrupt, a very tricky formula to master. The engine’s smooth character holds throughout the revs as well, with no rattling or overt vibes until it buzzes up near the 11.5K redline.
Yamaha refuses to state power claims for this model, but our seat-of-the-pants dyno would confirm its middleweight displacement. It’s got more oomph than a 600 street bike, but lacks the potency of the FZ1 or 1043cc Kawasaki Z1000. In fact, the engine performance it’s most analogous in our estimation to the defunct-in-the-US Kawi Z750, which we fondly recall from many a riding season past.
A 4-2-1 exhaust system exits out a black, right-side muffler. We found the exhaust sound muted but favorable, with a more robust melody wailing at the upper revs. Keeping it revved out doesn’t help with fuel economy though, and the Fazer seemed to suck down the gas during our test ride. Yamaha reps promise a 200-mile range from the 4.49-gallon tank, a claim we’ll test in a future comparison review.
The FZ8’s six-speed transmission features lower first gear and secondary reduction gear ratios than the FZ1. We found no fault with the gearing, the low first gear praiseworthy for allowing riders to creep along at low speeds without clutch finesse and little to no throttle modulation. The cable-actuated clutch delivers seamless engagement, while the lever pull felt stiffer than ideal but tolerable.
The FZ8’s cast aluminum frame and swingarm are identical with the FZ1. Same goes for the 57.4-inch wheelbase, 32.1-inch seat height and steering geometry. Swing a leg over the 8, however, and it feels smaller than our recollections of its bigger displacement kin. This may be in part due to the missing half fairing (a half-faired version of the FZ8 is available in Europe), but the seat and tank junction have also been slimmed down to deliver an easy reach to the ground (fuel capacity shaved by a little over a quarter-gallon). Smaller riders noted the FZ8 dimensions were easy to handle and not intimidating, and taller riders didn’t feel overbearing on the new model.
Slight repositioning of the handlebars (5mm forward) and footpegs (15mm backward, 10mm downward), compared to the FZ1, deliver a subtle forward pitch for the rider. Increased wind resistance from the naked design counteracts the forward cant, so no pressure is placed on the rider’s wrists or lower back. The standard position makes for a comfortable saddle, though we’d rate the seat only average – comfy for showroom floors and short jaunts, but lacking as the tripmeter turns into triple digits.
Get up to speed and the FZ8 turns in and transitions without much effort at the controls, the front-end light and intuitive when the road kinks up. Here’s where the Yamaha’s assertion of improved handling from the lighter crankshaft come into play. We’ll buy into the claims, as the FZ8 proved more nimble than our recollections of the FZ1 (we last tested the FZ1 during our 2007 Streetfighter Comparison, where it was deemed less svelte than its competitors), though we reckon this could also be owed to the half-inch narrower rear tire. Certainly the FZ8 feels lighter than the 15-pound spec sheet variances of the two FZ models.
The FZ8’s suspension is non-adjustable, save for nine-position preload adjustment for the rear shock. The inverted 43mm KYB fork works sound enough, set up well for its street use. Riders who find the fork’s performance limiting figure to already be drawn to the higher-spec FZ1, which sources fully adjustable KYB sticks. The YHSJ rear shock (Yamaha’s subsidiary suspension company formerly known as SOQI) is less adept. Sprung on the soft side, the FZ8’s rear end wallows when pushed hard on poor road surfaces. Riders in our test group who added preload reported improvement, but the shock would benefit from more rebound.
Braking performance is solid courtesy of the dual front 310mm discs and four-piston, non-radial-mount Sumitomo calipers. The single 267mm single-piston Nissin rear isn’t terribly impressive, but the overall package proves quite effective at bringing the 470-pound (claimed) bike to a safe and speedy halt. ABS is not available as an option.
The FZ8’s $8490 MSRP beats its direct competitors and falls under that imposing 10K mark by a full $1500. Fit and finish on the bike is decent, but not flawless, with things like the flimsy mount of the wind cowling somewhat detracting. Instrumentation is simple and easy to read, with our favorite perks like a gear position indicator absent but not missed. As bikes get more and more complicated the simplicity is refreshing.
On the styling end, the FZ8 is not a particularly edgy bike. That said, it plays to our particular sensibilities, with its naked profile and exposed header pipes our favorite trait. As far as colorways go, as Henry Ford once said of his Model T, the FZ8 can be had in any color the customer wants, so long as it’s black. Riders can, however, kit out their Fazer with numerous factory accessories including some extra bodywork and useful add-ons like a centerstand.
All told the FZ8 is a fun bike to ride and an exciting new middleweight option from Yamaha. The Tuning Fork logo makes a compelling case for its latest model’s success, even in the current distressed market conditions and traditional low sales of naked street bikes in the States. Now it’s up to the American ridership to decide if these Euro-only bikes are Euro-only for a reason.
Smoke, tire screeching and sirens. Not the kind of things any of us want to encounter, especially during a motorcycle ride. But when you’re aboard the new Triumph Street Triple R these are some of the situations that come with the territory, often good but also bad - if you get caught.
So where was the smoke coming from? The rear tire of course. The screeching? Again, rear tire. And the siren? Well, that was an ambulance zooming past in the opposite direction, but it could have just as well been the police because when you’re on this bike you suddenly change.
We’ve felt this way before. In fact, when we rode last year’s original Street Triple this same feeling of lawlessness overpowered our every action. From the moment you hit the starter button to the time you drop the kickstand down, it is as if you relent total control to Triumph’s middleweight streetfighter.
Blame it on its ridiculously friendly liquid-cooled 675cc Inline Three engine, pulled from last year’s Daytona 675 Supersport (however, retuned with a lower redline and different camshaft profiles for increased low and mid-range torque). Simply put, the engine is a masterpiece. It is as mild or wild as your right wrist commands. A flat and no doubt purposely controlled spread of power is achieved right from the bottom sweep of the tach needle making wheelies in first gear mandatory. As the rpm’s climb, so does engine power, but it rises in such a linear fashion that within seconds you’ll be stabbing at the gearshift lever with all seven blue shift lights screaming for relief. This much fun should be illegal; unfortunately some of the time it is.
Adding to the exhilarating thrill of acceleration is the Triple’s unique engine octave. A few pumps of the throttle in neutral and the engine lets out a high-pitched whine. In gear, that whine is quickly trumped by an induction roar that gets progressively deeper, then all of a sudden morphs back into a shriek as the engine hovers near its 12,650 redline (1300 revs shy of the ’09 Daytona 675).
Keeping the engine out of the red and accelerating forward is accomplished via the same six-speed transmission as the original Street Triple, as is the manual cable-actuated clutch. The transmission continues to prove it’s the definition of “close-ratio” as it features gears stacked right next to each other. Add in the Street Triple’s lower final-drive gearing and it’s a recipe for constant left foot work. It’s a small price to pay, however, because with an engine as good as the Triumph’s you’re going to want to keep the throttle pinned as much and as long as possible.
Although the Street Triple’s powertrain doesn’t make use of a slipper clutch (which is becoming increasingly standard for high-performance streetbikes such as this one), the combination of its minimal engine braking and progressive clutch action counteract the lower drive gearing and make it easy not to miss.
So by now you’re probably wondering, ‘Jeez, the R -spec sounds just like last year’s Street Triple, is anything even different?’ Well, yes. The chassis is where the R-spec and regular Street Triple differ.
One of the only drawbacks we found with last year’s Street Triple was its suspension. Although it’s versatile for a variety of riders in all weights and skill levels, it’s definitely on the soft side. And combined with its lack of adjustment (completely non-adjustable with the exception of the rear shock spring preload) it remains the limiting factor when blasting around at speed.
Triumph answered by delivering the R-spec Triple with a 3-way adjustable (preload, compression and rebound) inverted fork and equally adjustable gas-charged rear shock. With the factory settings you’ll notice a tauter feel, front and rear, without it being harsh or jarring. This pays dividends when you’re loading the fork while jamming on the front brakes, charging into a corner hard. However, back out the preload and compression adjustment on the fork and it begins to feel soft and springy similar to the non R-spec Triple’s suspension. Adjustability is paramount and with the R you get the best of both worlds.
Another difference is the R’s higher-spec front brake calipers. Larger radial-mount 4-piston Nissin calipers grab onto a pair of similar-sized 308mm rotors, now with a new Nissin radial-pump master cylinder powering the set-up through stainless-steel brake lines. Out back the same 220mm disc is clamped down by a Nissin single-piston caliper and braided line.
We thought last year’s Street Triple had an above average set of brakes so we were optimistic about the upgraded Nissin’s. But our first ride let us down as initial front brake performance wasn’t on par with the sum of its components, even with around 1000 miles on the odometer. After a few hard stops, the brake pads did finally bed-in and performance improved significantly. As the bike sits now, the brakes are more than enough power to flip you over the handlebar, fortunately there’s also plenty of feel so fast, rear-wheel-in-the-air stops are simple and fun. Just like last year’s Street Triple, the rear brake is about as good as it gets. And with the bikes short wheelbase, low seat height and centralized 425 pounds of mass, it makes for perfect rear brake sideways antics.
Like the standard Street Triple, the R gets the identical frame and swingarm as this year’s Daytona 675. Though where the base Street Triple makes use of slightly less aggressive chassis geometry, the R gets identical numbers (23.9 degrees rake, 92.4mm trail) to the Daytona 675, including the ability to modify the pivot angle of the swingarm if desired.
On paper the R should turn sharper than the standard Triple, but we couldn’t tell any difference. What we did notice is that the Triumph’s agility remains as good as ever. Likewise, its stability, even at high speeds on rough pavement, is extremely planted. Also notable is the continued fitment of Dunlop’s versatile Qualifier rubber and we continue to be impressed with the tire’s quick warm-up times, mild steering manners and outstanding level of outright grip.
The R’s cockpit is a mix of old and new. The seat features a new double-stitched two-tone cover and is now slightly taller (5mm). Magura aluminum handlebars replace the steel bars yet retain the same slightly elevated position and bend. Another plus is the front brake lever now offers 6-position adjustment.
Compared to even a Supersport motorcycle, the Street Triple R feels small. The combination of its slim engine dimensions, short length front-to-rear and low center of gravity make it one of the easiest motorcycles to control. Period. Our only complaint is that handlebar movement is limited due to the steering lock, which makes tight quarters maneuvering more difficult than it should be.
The same slick-looking instrument panel returns and seems to have more onboard functions than the space shuttle. A big sweep tachometer is easy to see at a glance as are the digital speedo and standard warning lights. But when you try to use functions like the lap timer, miles-per- gallon, average speed, and other engine functions, it’s confusing. Further complicating things are the three small buttons on the base of the panel, which are hard to access with or without gloves. Even worse, once you figure out how to navigate through the menus, getting each function to reset is impossible unless you practically study the manual. It’s all way too complicated.
So is the Street Triple R right for you and is it worth the $800 up-charge over the standard Street Triple? Well, if you’re the type of person who has little self-restraint, than this motorcycle will not be for you. It’s one of the few bikes that possess the right combination of power, weight and size, which make it all too easy to get in trouble on a Mad Max maniac binge, and it’s just so much fun. And now with the R’s more competent suspension and brakes, it’s equally as rowdy through the corners. Quite the combination, only downside being you may be attending traffic school quite soon…
This is the good looking twin to be roaming the streets of india!!!
You get the same aggressive nose and headlight, the same six-spoke wheels and exhaust. It would have been nice to see that silencer mounted under the engine both for a lower center of gravity and a more compact look, but, apparently, they go for the classic, but matte black sport bike exhaust most likely because the full fairing didn’t allowed that.
It seems that Kawasaki managed to achieve their goal of updating the bike and the visual aspect is the first thing that strikes you and even harder now with the new color schemes.
Press Reviews
“If you plan on using your Ninja 250R primarily as a city commuter bike, or a weekend toy to bomb around town, the 250R is a great choice. It has no problem keeping up with traffic, and it can outrun most cars to 40mph.” – beginnermotorcyclereviews
"The 249 cc twin-cylinder engine boasts double overhead cams, liquid-cooling, a six-speed transmission and a rarity on motorcycles these days: twin carburetors.”– wheels
“Something that makes this motorcycle really fun is its 14,000 rpm redline; it’s a real screamer when you take it on the highway! The ninja really loves being wound up to 9,000 rpms, and at around 10,000 you can really feel it start to grip the asphalt.” – bestbeginnermotorcycles
"Read all of the statistics you want, the new Ninja 250R is just a flat-out blast to ride. Wind it up and let it go, it screams and howls like a factory racer. It’s sleek, sporty, and has a big bike feel without the struggle or the price tag." – motorcycle
Although lacking a direct competitor, the 2010 Kawasaki Ninja 250R features a $4,299 base MSRP. And by achieving a fuel consumption of 55 to 75 miles per gallon and being cheap to maintain, the small Ninja will get most of that money and even more back to you depending on how much you prefer to ride it so it isn’t just fun, but budget-friendly too.
Still, it didn’t lose any of its fans simply because it was related to a consecrated name and reflected that each time a rider would have looked at it. For 2010, things haven’t changed, so riders get the same sharp looking Ninja with color schemes to match the aggressive design and line the bike up to bigger models such as the ZX-10R and ZX-6R. Available in Metallic Island Blue, Passion Red, Lime Green/Pearl Stardust White and Ebony/Candy Persimmon Red, it sure won’t pass unnoticed wherever you ride, but the Special Edition Lime Green and Metallic Diablo Black color scheme will increase the chances for this bike to end up being confused with one of its bigger siblings.
Pretty long, low and sleek, the Ninja 250R is built for speed and yet accommodates the rider in a fairly relaxed riding position, although not as relaxed as on the previous generation model. The handlebars are mounted higher than on regular sports models and the seat positioned at only 30.5 inches from the ground, prepping up the quarter-liter bike for riders who are just starting out.
Engine and transmession:
Engine: Four-stroke, liquid-cooled, DOHC, parallel twin
Displacement: 249cc
Bore x stroke: 62.0 x 41.2mm
Compression ratio: 11.6:1
Maximum torque: 22 Nm 2.24 kgf/m 16.2 lb-ft / 9,500 rpm
Cooling: Liquid
Carburetion: Keihin CVK30 x 2
Ignition: Digital
Transmission: Six-speed
Final drive: O-ring chain
Frame: Semi-double cradle, high-tensile steel
Wheelbase: 55.1 in.
Rake / trail: 26 degrees / 3.2 in.
Front suspension / wheel travel: 37mm hydraulic telescopic fork / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak® with 5-way adjustable preload / 5.1 in.
Front tire: 110/70-17
Rear tire: 130/70-17
Front brake: Single 290mm hydraulic petal disc with two-piston caliper
Rear brake: Single 220mm petal disc with two-piston caliper
Overall length: 82.1 in.
Overall width: 28.1 in.
Overall height: 43.7 in.
Seat height: 30.5 in.
Curb weight: 374.9 lbs.
Fuel capacity: 4.8 gal.
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