Auto Lineup From Suzuki Get Help From Suzuki Bikes

Auto Lineup From Suzuki Get Help From Suzuki Bikes
by Stacey Wilson

This week, the company would be launching commercials and advertisements that are actually marketing and selling Suzuki vehicles that have been scheduled to be launch this fall. The list of Suzuki cars and vehicles include the Suzuki XL7 crossover, the Grand Vitara sport utility vehicle, and the Suzuki SX4 crossover. And when you do get to view these four commercial ads on the new Suzuki autos in their entire Suzuki auto parts glamour, you would find that in between, there are also quick glimpses of the companys motorcycle heritage. These ads last for thirty seconds.

It was Colby and Partners of Brea, California who is the brain behind such a campaign. And this organization does claim that they have much the Suzuki campaign as such as to be able to help the company gain more income by using the much popular, better trusted, and highly esteemed Suzuki motorcycle range as the base and foundation. They do believe that by doing such, customers would be able to familiarize themselves with the products and with the kind of quality that the Suzuki motorbikes held. The organization does further believe that their campaign tactic would make the customers believe that the motorcycles and the vehicles all are the best in the industry.

Four commercial campaigns have been produced by Colby and Partners and each last for thirty seconds. One campaign has been given to each new vehicle model and the fourth one is an advertisement that shows off all three. One of these is the one entitled "Tunnel" wherein you will see a Suzuki GSX-R motorcycle zooming through a road on a mountain and enters a tunnel. What would catch your attention would be the voiceover that says, "Are our cars as much fun as our bikes?" And after that long dark tunnel, the next thing you would see would be a Suzuki SX4 which then enters another tunnel which exits the tunnel as a Grand Vitara. The same thing happens and you would find a Suzuki XL7 in the end.

As a former news correspondent for an auto-related website, Stacey has gathered extensive knowledge and experience in the automotive industry. This 34 year old mother of two from Memphis is a genuine car lover.

Suzuki ATV - KingQuad 700 4x4

Suzuki ATV - KingQuad 700 4x4

The 2006 Suzuki KingQuad 700 Quadrunner ATV is not only the best all-around QuadRunner ATV Suzuki has ever manufactured, a bold statement! The KingQuad 700 Quadrunner features a single-cylinder liquid-cooled DOHC engine, three drive modes available including two-wheel drive, four-wheel drive, and front differential-locked four-wheel drive. The overall Quadrunner ATV dimensions are (47.6 in.)x(83.5 in.)x(48.0 in.), with a Seat Height of 33.9 in., and Dry Weight of 602 lbs. Pick from colors like Black, Green, Red and then take this 4x4 Quadrunner ATV home for the price of $7,299. Suzuki.

Suzuki KingQuad® 700 4x4

This is an ATV like no other on the market. As with keeping with Suzuki tradition of being first here they are again as leader in the industry. They were first with the four wheeler and now they are first with this sporty and functional ATV.

The fuel injection system features Suzuki tried and true technology meaning you've got a high performance engine here combined with reduced fuel consumption. There is no choke or carburetor settings to worry about because it has electronic fuel injection.

This unit also has a drive train and transmission that offers the best power delivery system on the market. And you can choose from three models, the four wheel drive, two wheel drive or front differential locked four wheel drive.

Built on a high tensile steel frame you know you've got a solid piece of equipment. This is a piece of equipment that can handle the toughest job and never miss a beat.

The new front and rear braking system is impressive. It features hydraulic brakes with 200mm discs on each wheel and the 25 inch Dunlop tires ensure you that you've got plenty of clearance. This is a work machine that's not going to let you down.

2008 Suzuki GSX-650F Pictures & Specs

2008 Suzuki GSX-650F Pictures & Specs

To fill the entry-level sportbike gap left when the Katana 600 and 750 were discontinued from Suzuki’s product line last year, Suzuki has developed the fully-faired GSX650F, which is powered by a liquid-cooled, inline four-cylinder engine displacing 656cc with a bore of 65.5mm, a stroke of 48.7mm and a compression ratio of 11.5:1. Each cylinder has four valves per cylinder, which are actuated by double overhead camshafts, which are in turn driven by a centrally-located cam chain. The engine is fed by 36mm throttle bodies equipped with SDTV and controlled by a 32-bit, 256kb engine management system. The engine is backed by a six-speed transmission, which transmits power to the rear wheel via a roller chain.


Suzuki GSX-650F MSRP: $6,999.00
Engine: 656cc, four-stroke, 4-cylinder, DOHC 16 valve, liquid cooled*
Bore Stroke: 65.5 x 48.7 mm*
Compression Ratio: 11.5:1*
Fuel System: Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Transmission: 6-speed
Final Drive: chain*
Overall Length: 2130 mm (83.9 in.)*
Overall Width: 760 mm (30.4 in.)*
Overall Height: 1225 mm (48.2 in.)*
Seat Height: 770 mm (30.3 in.)*
Ground Clearance: 130 mm (5.3 in.)*
Wheelbase: 1470 mm (57.9 in.)*
Dry Weight: 216 kg (475 lbs.)*
Suspension Front: Telescopic, oil damped, preload adjustable
Suspension Rear: Link-type suspension, adjustable preload and rebound
Brakes Front: Dual hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 120/70 ZR17
Tires Rear: 160/60ZR17
Fuel Tank Capacity: 19 liter (5.0 gal.) CA Model 18.5 liter (4.9 gal.)
Color: Blue/White, Black/Silver

Motorcycle Suspension Basic Set Up

Motorcycle Suspension Basic Set Up
By Tim Monroe

Modern sporting motorcycles can come with a near dizzying array of suspension adjustability. Pre-load, compression damping, rebound, high-speed damping, low-speed damping, etc. Where to start?

Before you start looking over your bike to see what we're talking about, please note this article is primarily intended for the sportbike rider. Most cruisers have little or no suspension adjustability. You either live with what the factory gave you, you have your suspension components upgraded with after market units, or have the internal bits replaced by a professional.

The easiest and most important adjustment you can make is to set the static sag. Sag is just what it sounds like - how much the bike sags when you're on it.

Ideally your sag should be from 25 to 30 mm, or 1 to 1 ½ inches, on most bikes. To find out where your sag is, you'll need a helper. Dress up in all your usual riding apparel, including helmet, leathers, boots, etc. You want to set your sag using the same weight as when you ride. While standing next to the bike, push down on the tail once or twice to make sure the suspension is at its normal resting position.

Using a dowel rod, yard stick, or similar device, measure the distance from the ground to a particular point on the motorcycle. Turn signals or a point on the seat or frame will work fine. Just make sure the point you measure from is not covered up when you're on the bike. OK, got the measurement? Either write down the measurement (in inches or millimeters) or simply mark the spot on your rod/stick.

Now get on the motorcycle, in full gear. This is where your helper is needed. For the most accurate measurement, try to hold the bike fully vertical with both your feet on the pegs. In this position, take another measurement. See the difference? That is your sag. If it's smaller than 1 inch or greater than 1 ½ inches, you'll need to adjust the pre-load on your forks and/or shock to get the desired results. Increase pre-load (usually a clockwise turn of the adjusting screw or collar) a little at a time to reduce your sag. Decreasing pre-load will increase the amount your bike sags.

Adjusting rebound and compression damping is considerably more complicated, and requires riding your bike and trying different settings over time. More compression damping in front reduces the amount your bike will dive under braking. More in the back will reduce how much the rear end squats under power. Too much compression damping can cause the bike to ride rough, transmitting every bump in the road to you without absorbing much. If you're only riding on a smooth racetrack, more compression damping might be a good thing. If you ride on gnarly back roads, you'll probably want to soften up your settings.

For further discussion or questions on proper motorcycle suspension set up, please check out http://MotorcycleSMACK.com/high-performance-racing/54-suspension-settings-where-start.html

Rebound damping affects how much your wheels "bounce" off the brakes and wallow under power. Too much rebound damping and your suspension will not react fast enough to properly follow bumps in the road. Your forks or shock can get "packed down" by repeated bumps, which reduces your suspension travel and can lead to a very poor ride, or worse. Too little rebound damping in the front or rear and your bike will be wallowing around like a '68 Cadillac, making it very unpleasant and hard to control.

Your mission is to find the right balance for you and your riding style. Generally it's best to start out with the settings your bike came with from the factory. There's a reason why they're set where they are. From there, spend a little time on the bike. Is it too stiff? Does it wallow? Pay attention to how the different ends of the bike feel. Adjust accordingly, but not too much. We suggest adjusting in increments of one click at a time, until you find the sweet spot you're looking for.

Once you get your favorite settings dialed in, you can start playing around with them a little at different times. For example, you might want to tighten things up a bit for a fast track day at California Speedway. Or you might want to loosen them up a notch or 2 if you're planning to ride Carmel Valley Road (ask me how I know!). Whether or not you choose to leave the settings alone or make occasional adjustments, making your motorcycle handle better for you and your riding style can lower lap times, and will definitely enhance your riding enjoyment.

Tim Monroe, MotorcycleSMACK

Two wheel expertise from decades of sportbikes and motorcycling -- dozens of great bikes, and thousands of thrilling miles.

Sportbike Forum - Have a bike question? ... come and ask at: MotorcycleSMACK.com.

Suzuki 2008 factory GSV-R engine.

Suzuki boss Paul Denning has played down fears Suzuki is concerned about the performance of its 2008 factory GSV-R engine.

While Chris Vermeulen tested a new 2008 prototype factory GSV-R in Valencia, Sepang and Phillip Island before the testing ban kicked in on December 1, the new motor was still under development in Japan.

The V4 engine will not make its debut until testing resumes on January 22, 2008 at the Sepang circuit in Malaysia, having not been deemed ready to roll out for Chris Vermeulen and new team-mate Loris Capirossi to test beforehand.

Rizla Suzuki team boss Paul Denning told MCN: “I think at this stage the engine fundamentally is not so different.

“It’s the same V4 and the same V-angle. It’s got some quite interesting new technology in it that does take time to implement in terms of durability and consistency.

“We have managed to have incredible durability last year, not having a single breakdown and we don’t want to blot that copybook.

“We don’t want the riders in the pit when they should be learning about the chassis and the tyres.

“We want the new motor when it’s got a measurable increase in performance on the one and when we can run all day on it without any dramas.”

credit : www.motorcyclenews.com

A revised 2008 World Superbike Championship calendar

A revised 2008 World Superbike Championship calendar now been announced by the FIM.

The 15 event season includes a German round of the championship at Nürburgring on 15th June and a visit to Sentul in Indonesia on October 12th

The Vallelunga race has been brought forward by one week, and the Portimão season finale moved to November 2nd.

February 23 - Qatar - Doha/Losail
March 2 - Australia - Phillip Island
April 6 - Spain - Valencia*
April 27 - Netherlands - Assen*
May 11 - Italy - Monza**
June 1 - United States - Salt Lake City
June 15 – Germany – Nürburgring*
June 29 - San Marino - Misano*
July 20 - Czech Rep. - Brno*
August 3 - Great Britain - Brands Hatch*
September 7 - Great Britain - Donington Park*
September 21 - Italy - Vallelunga
October 5 - France - Magny Cours*
October 12 – Indonesia – Sentul**
November 2 - Portugal - Portimao*

*with Superstock FIM Cup
** subject to contract
credit-www.worldsbk.com

2008 Suzuki GSX-1300 Hayabusa First Ride

When Suzuki’s Hayabusa debuted in 1999, it inspired controversy for two aspects that would go on to become iconic: its controversial aerodynamic styling and its ability to open a giant can of whup-ass on anything else on the showroom floor.

After word got out about its 9-second abilities down the quarter-mile and its 190-plus-mph top speed, its “Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by some groups as the hottest thing on the street, and the mighty falcon became one of the primary canvases on which to polish frames and bolt on big-tire kits to up the bike’s badass-ness.Now nine years on (and with a manufacturers’ agreement to limit top speeds to a laughably Coke”-type backlash, Suzuki engineers didn’t want to stray too sedate 186 mph), the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved to be quicker and more powerful but also smoother and more comfortable. Regardless, the Busa remained as popular as ever and was unmatched for its street cred. Fearing a “New far from the original Busa concept in this new redesign you see here. It’s still unmistakably a Hayabusa even if every fairing panel has been remolded. And it’s not much different underneath, either.

While it’s the new skin that first grabs your attention, it’s the unholy monster motor underneath that has earned the Hayabusa its veneration. Potent and durable, it has been the inspiration for a closer relationship with god among those who have twisted its throttle to the stop. For ’08, this legendary lump has received a 2mm longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged pistons are lighter and stronger and produce a 1.5-point increase in compression ratio to 12.5:1. Also forged is the crank, as it attaches to new chro-moly rods that are now shot-peened for added strength. Cam chain adjustment is now accomplished hydraulically, which also helps reduce mechanical noise.

Up top are 16 new titanium valves that save 14.1 grams on each intake and 11.7 grams on each exhaust for a significant weight loss in this critical area, allowing the replacement of double valve springs with lighter single springs. Valve sizes remain the same, but a new camshaft now forces greater lift on both the intake and exhaust poppets and has revised timing. It’s all fed by a pair of double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual Throttle Valve system that has a secondary throttle valve mounted above the primary that’s controlled by the bike’s electronic brain to maintain the ideal velocity of the intake charge based on rpm, throttle opening and gear position.

Controlled by a new high-powered Engine Control Unit, Suzuki says that the Busa has the company’s “most powerful, most advanced digital fuel-injection and engine management system.” Another important task of the ECU is controlling the different parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer 600/750, the Busa has a handlebar-mounted switch to set the power mode into three available positions. It produces full power in mode A, the default setting, while mode B has a bit of the power edge clipped off. Mode C might be an asset in the rain, but it neuters all the excitement out of the muscular motor.

How muscular, you might ask? Suzuki claims the new bike cranks out 194 horsepower at the crankshaft, a 21-horse (12.1%) improvement. Torque is boosted 8.5% to 114 ft-lbs. The old 1299cc engine produced about 160 ponies at the rear wheel, so we expect this new one to spit out around 175 horsepower on a rear-wheel dyno.

“The new 2008 Haybusa is just so freakin’ fast it is unreal,” relates Neale Bayly from his experience at the press launch. “Accelerating off the corners with a quiet whoosh from the twin pipes like it had been shot out of a Howitzer, it feels like some sort of macabre video game flicking through some of Road America’s tighter sections. It starts making lots of power early, and by the time the needle is past five grand all hell is letting loose. It pulls without a break until the rev limiter kicks in with a bang somewhere around 11 grand.”

Bayly also told us that the response from the high-tech fuel-injection system is flawless, aided by injectors with fine-atomizing 12-hole squirters instead of the previous four. “Giving superb throttle response from very low in the rev range all the way till the rev limiter kicked in, the system was faultless. One area that can cause problems with fuel-injection systems is at lower rpm on small throttle openings, but this was not the case with the big Suzuki.”

At the dragstrip, journalists struggled to break the 10-second barrier, but Jordan Motorsports Racer Aaron Yates was able to just nip into the 9-second bracket. We expect an epic duel between this uprated Busa and the more powerful 2008 ZX-14 for the honor of quarter-mile champ. Out on Road America, the new Busa handles a lot like the old Busa with extra power. This shouldn’t be much of a surprise considering that the bike’s twin-spar aluminum frame is nearly identical to previous, so we’ve got the same 23.4-degree rake and short 3.7 inches (93mm) of trail. A revised swingarm shortens the wheelbase a scant 5mm to 58.3 inches and features an additional strengthening rib for less flex.

“Don’t expect to go diving up the inside of any supersport bikes at a track day,” says Bayly, “but do perfect your passing wave as you cream them coming off the turns. Not that any of this should be surprising when you consider the bike weighs in around 500 pounds full of fuel, it is just a good idea to remind yourself of these facts before all that horsepower lets you get carried away.”

The old Busa’s most glaring shortcoming was the performance from its old-tech six-piston front brakes that were barely up to the task of slowing this earth-bound missile. We’re happy to report that Suzuki has now fitted up-to-date radial-mounted four-piston calipers to the magic Bus. They bite on 10mm-smaller 310mm discs that have a half-mil extra thickness (5.5mm) to handle the heat. Bayly tells us they are a major improvement.

Also aiding heavy braking is the new slipper clutch that Bayly says it quite effective. The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs. The clutch also features a new friction material for better feedback at the engagement point. In addition, the width of a few transmission gearsets were revised and the upper three gears are sprayed with oil for reduced wear and quieter operation.

As for the Hayabusa’s new clothes, we’ll leave the aesthetic judgments to you. Aerodynamic efficiency, something the old Busa had over the more powerful ZX-14, is optimized with a wider fairing and a 15mm-taller windscreen to better shelter its rider. The body panel joints are now smoother and have no exposed fasteners, and the top of the fuel tank is lower to allow a tighter full tuck. The tailsection has an enlarged speed hump that will stir some commotion on the message boards, and it also sports integrated turnsignals that are said to “evoke a jet engine motif.” Front turn indicators are nestled into the edges of the air intakes in the nose.

'The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs.'

Also sure to be controversial is the Busa’s new exhaust system. The triangular muffler canisters on the 4-into 2-into-1-into-2 arrangement look ungainly but are a product of more stringent emissions standards. A catalytic converter is placed where the four head pipes meet under the engine.

“Listening to the sound of Aaron Yates and the new Suzuki Hayabusa going past a few feet from pit wall at close to 190 mph, I just couldn’t believe how quiet the bike was,” Bayly relates. “Almost knocking me off the wall, the sound of the windblast was actually louder than the exhaust.”

In the unrestricted environment of a racetrack, the burlier Busa doesn’t fail to thrill, allowing full use of its mega power. “With walls and fences everywhere, and the big fairing allowing me to get right under the airflow, the view across the clocks was surreal,” says Bayly. “The closeness of the walls greatly exaggerated the already intense speed, and every time you crank the throttle the track just seems to come at you in fast forward. The power is seamless and oh so abundant.”

So, depending on how you think about streetbikes, perhaps Suzuki’s claim of the new Hayabusa as “the ultimate sportbike for the road” has some merit. For some, it’s just too heavy and too powerful, but for others, this invigorated Busa is exactly what they’re looking for. We’ll give Bayly the last word.

“As the first significant overhaul to the all-conquering Japanese bird since 1999, the new 2008 Haybusa is everything the old one was and more. Faster, better handling, and with stronger brakes, the performance element is not going to disappoint. Looking sharper and more modern, without losing its distinct appearance, Busa lovers are not going to be unhappy either.

“And for the rebel without a clue, who thinks their V-Twin’s 67 horsepower and a set of loud pipes makes them a Bad Ass, well they are still going to hate the big, ugly lump of plastic as it goes by them at close to the speed of sound.”

2008 Hayabusa vs ZX-14 on the dyno

The waiting is over. Today I was present at the local dyno shop where both bikes made it in for a completely unbiased shootout on the dyno. Both bike had nearly identical mileage. 294 on one vs 285 on the ZX-14. Both had been heat cycled several times and had oil changes with 10W-40 oil in both. They also both had 100% pump, 93 octane gas and the rear tire pressure was checked and were within 2 psi. Also both had adjusted chains and they were properly lubed. In other words we did everything possible to ensure the test was as fair as possible.

I own the 2008 Busa and the dyno operator/owner of Dyno Masters in Chattanooga Tn. Mark Hromi owned the ZX-14. Our intentions were to test both bikes stock and run them 3-5 pulls each and then pull them off the dyno and install a Power Commander and map each one at 100% on the DJ250I machine using the Tuning link software and then run them both again for HP/Torque.


The Busa power commander (2007 GSXR1000 PC actually) plugged in just fine and all was well but for some reason the 2006 ZX-14 Power Commander caused the ZX-14 not to run at all. So we were unable to map the ZX-14 . And as you see the air fuel curve on it is really rich and no doubt a lot of power is being lost. You can see exactly at the point the air fuel goes rich the power starts to lose its upward slope and it noses over.

So the first graph is the BEST pull from the 14 and the Busa. And the second run is the before and after on the busa after mapping it with the stock exhaust etc.

I know all the Kawi guys are going to cry foul but personally I dont know what else we could have done to make this fair. Same day, same dyno, back to back runs on a great day with pump gas etc. The dyno is a VERY well maintained machine and the numbers on the busa seem to be very close to the others I have seen reported from Dynojet etc when everybody uses SAE reporting not STD. Also both bikes were bought locally off the dealer floor. These were not sent to me from Kawasaki or Suzuki, these are RETAIL bikes.

credit : www.hayabusa.org

SUZUKI Hayabusa 2008 NEW

2008 Hayabusa New


Suzuki Hayabusa 2008


Redesigned instrument cluster now features four analog meters for speedometer, tachometer,

fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator

and adjustable engine rpm indicator.

New Engine
New 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers

provides 11% higher performance and smoother operation
New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake

with large volume airbox
New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different

engine settings depending on riding conditions or rider preferences
New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for

high combustion chamber efficiency
New lightweight aluminum alloy pistons feature a revised shape and a higher compression

ratio of 12.5:1 for maximum performance in all conditions.
SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size

and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical

noise
New ventilation holes at the cylinder skirt for reduced pumping losses and increased

performance
High efficiency curved radiator now features dual electric fans controlled by the ECM for

increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.


Suzuki Hayabusa 2008

New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular

canisters and closed loop system that meets Euro 3 and Tier 2 regulations
New Shot-peened chrome-moly steel connecting rods for maximum durability
Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston

rings providing a smoother surface treatment for increased durability, reduced friction

loss and reduced oil consumption
Slick shifting 6 speed transmission working in conjunction with an innovative back torque

limiting clutch for smooth and controlled downshifts
New Chassis
All new aggressive aerodynamic fairing design with low drag coefficient retains it's

signature Hayabusa look and features an updated, muscular look to work with the new more

powerful engine and updated chassis
New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal

friction resistance and outstanding suspension performance over a variety of riding

conditions.
Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter
Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high

torsional strength
New bridged aluminum alloy swingarm features a new cross-sectional shape for increased

rigidity and to cope with improved rear tire grip and increased engine output
New radial-mount front brake calipers for maximum braking performance and allows for

smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm

rear brake disc
Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched

handling and control
Passenger seat and rear subframe are lowered for improved passenger comfort
Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is

increased for improved wind protection and optimum aerodynamic efficiency with the rider in

place.
Newly designed vertically stacked twin headlights provide increased light intensity,

improved light distribution and match the elegant flow of the new Hayabusa styling.
LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens

for maximum visibility and a high quality finish.


Suzuki Hayabusa 2008


Specs
Engine: 1340cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore Stroke: 81.0 x 65.0mm
Compression Ratio: 12.5:1
Fuel System: Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Transmission: 6-speed, constant mesh
Final Drive: #530 chain
Overall Length: 2195mm (86.6 in.)
Overall Width: 740mm (29.1 in.)
Overall Height: 1170mm (46.1 in.)
Seat Height: 805mm (31.7 in.)
Ground Clearance: 120mm (4.7 in.)
Wheelbase: 1485mm (58.5 in.)
Dry Weight: 220 kg (485 lbs)
Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload,

adjustable rebound damping and adjustable compression damping
Suspension Rear: Link-type, gas/oil damped, fully adjustable spring preload,

adjustable compression & rebound damping
Brakes Front: Dual hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 120/70-ZR-17
Tires Rear: 190/50-ZR-17
Fuel Tank Capacity: 21 liter (5.5 gal.) 20.0 liter (5.3 gal.) CA. model
Color: Orange/Black, Black/Gray, Blue/Black
MSRP: $11,999.00