When the car is the real star?

When the car is the real star?
by DEEPESH RATHORE
A recent press release that landed in my inbox was from Lamborghini about the Gallardo featuring in the Tom Cruise starrer Mission Impossible: 3 quite prominently. Apparently, the movie's cast arrived in ten Gallardo's to the movie's premiere in Rome.
The connection between cars and Hollywood is not a recent one. Cars have been the stars since James Bond was born. The British agent was one of the reasons why Aston Martins are considered iconic. So effective was James' rub on Aston's image that German carmaker BMW decided to hijack Bond from under Aston's nose and manage to get the rub for some of its cars. BMW not only placed Bond's butt in the diminutive Z3 but also the lavish 750iL and the futuristic Z8, not to mention the R1200C cruiser. It was only with die Another Day that James Bond returned with Aston Martin again, perhaps now a healthier Aston Martin under Ford was ready to support the movie. There are others too who have had cars (and bikes) as the stars. Nothing gave a rub to Honda Civics and Mitsubishi Lancer Evos and Eclipses than the two The Fast and the Furious movies. Cruise's earlier MI: 2 made a Triumph Speed Triple look delicious while admit it or not, the Spyker C8 Laviolette in Basic Instinct 2 looks better than the female lead.

So what do companies get out of this infatuation with Hollywood? A positive image in a hot movie is often better than 100s of adverts and many editorial pages. A bad movie does no wonders for anyone. So for instance, a Biker Boys did not give the rub to the Hayabusa or the ZX 12R or the R1 or the Ducati 996S or GSX 750, all featured prominently in the movie. It did not make a star out of it. The cult hit serial from the 80s - Street Hawk - did make the bike a star but then no one Not for a reason did Spyker fend off heavy competition from Mercedes-McLaren SLR to get close to Sharon Stone in BI 2. For a boutique manufacturer like Spyker to be associated with a major Hollywood movie is a major achievement and casts the limelight on the company in one stroke. This will ensure that Spyker's entire production of 80 odd cars every year will stay sold out for a decade.

So important is product placement in movies for international carmakers that some have sections in their marketing departments to work on this aspect uniquely. After all an unflattering use of a product can be really damaging to the product's image. And who else but Tata Motors can vouch for that. While the RGV factory production Road made the Tata 1210 truck a star when it catches up with a Safari, it did nothing great for the Safari's already dodgy image.

In fact, product placement by Indian car manufacturers is often bad, bordering often on slanderous. While Maruti did well to associate the Swift with a blockbuster like Bunti aur Babli, not many will recall seeing the Swift in the movie. In fact the biggest car stars in Indian moviedom have often been the ambitious creations of stylist Dilip Chabbria. No one remembers a movie called Tarzan - The wonder car but everyone does remember the car.

Deepesh Rathore
Research Editor
deepesh.rathore@supplierbusiness.com
For more details on Car is the real star visit www.theautodiary.com

2008 ACU Suzuki GSX-R Trophy

Following their meeting the ACU’s Road Race, Drag and Sprint Committee are pleased to inform you of the PROVISIONAL dates and venues for the 2008 ACU Suzuki GSX-R Trophy.

An initial deposit of £1000 will ensure your place on the grid for the one make series that offers the very best value for money through the season. With a total cost of £12,900 (incl VAT), you will receive a Suzuki GSX-R600 K8, with the option to have it prepared by Crescent Suzuki for an additional £250 plus VAT, a pair of Dunlop tyres and your entry fee paid for each round of the 10 Round championship, race transponder, back protector, gloves, boots and made to measure Dainese Leathers. Entries received from first time road race licence holders will have the £50 compulsory Competitive Training Course and £43 novice licence free of charge. On hand for advice at each Round will be ACU Coaches, in the form of former British Champions and experienced racers Steve Sawford, Matt Llewellyn, Clive Horton, Nigel Bosworth and Shaun Brown.

Rounds will take place on;

4th/5th May Cadwell Park 2 Rounds
5th/6th July New Era 1 Round
26th/27th July Wirral 100 2 Rounds
17th/18th August New Era 1 Round
27th/28th September Bemsee 2 Rounds
18th/19th October New Era 2 Rounds

Whilst the Series was initially set-up to encourage regular Track day enthusiasts to make the step up to Road Race licence holder, the Series offered excellent value for money and tempted many experienced road racers.

The Championship offers competitors a variety of prizes at each Round, extra tyres for the top 3 finishers and a £100 cash Award for ‘Express Insurance Top Gun Award’ for the highest placed novice.

2007 Champion Lee Hodge and Under 25 Champion Jay Dunn will receive their Championship prize, a Stocksport kitted Suzuki GSX-R 1000 at the ACU Awards Presentation in January. As a reward for being Championship leaders mid season, both were given a wild card ride in the GSX-R750 Cup race at Silverstone.

In 2007 Suzuki GB invited members of the motorcycle press to enter various Rounds, for a totally independant view of the Series take a look at Jamie Wilkins’ article in December 07 issue of Fast Bikes magazine.

2008 ACU Suzuki GSX-R Trophy

2008 Suzuki Hayabusa First Look

Just added! More photos, info and video on Suzuki’s ’08 models, plus a gallery of custom Hayabusas, a 246-mph ’Busa, Hayabusa history and more!
By David Edwards
Somebody at Suzuki is really smart. After nine years, its franchise model, the 1300 Hayabusa—100,000-plus unit sales and counting—needed an update. The Kawasaki ZX-14 had stolen some of the Big ’Busa’s thunder. Wisely, Suzuki did not overreact and has just shown the world the new-for-2008 Hayabusa—which is much like the old ’Busa, only more so. Smart.

There will be no “New Coke Syndrome” screw-up here, Suzuki fans. (Remember Ducati’s recent troubles with its 916-series replacement, the 999?)

Quick glance at the new bike shows the same silhouette as before, but ’Busa buffs will immediately note some subtle differences. This bike has spent hours in the wind tunnel, the results showing in the new headlight, more smoothly contoured fairing and the double-bubble windscreen that’s a half-inch higher than before—factor in a lowered fuel tank, and now it’s easier to crawl under the paint at the dragstrip or flat-out across Your Own Private Bonneville Salt Flat.

Out back, no turnsignal stalks; the blinkers now live in their own speed pods in the tailsection. The latter appears to have been stretched for cleaner passage through the air; while wheelbase remains unchanged at 58.5 inches, the bike’s overall length has grown 2.3 inches to 86.6, fender tip to fender tip.

Hidden behind the new bodywork is the same basic mountain-motor inline-Four, but with some speed-demon tweaks. First a 2mm bore job (now 81.0 x 65.0mm bore/stroke) takes displacement from 1299cc up to 1340. Compression ratio goes from 11.0:1 to 12.5:1, a significant boost. Now we add titanium valves, shotpeened chrome-moly connecting rods and a refined fuel-injection system for what Suzuki claims is “12 percent higher performance.”

Which means…? Well, we know the new bike won’t go faster than 186 mph, the agreed-upon top-speed limit. But a 12 percent bump in horsepower—going by our 2006 Hayabusa testbike—would yield a stonking 179 hp at the rear wheel! A similar jump in torque would mean 110 foot-pounds. Both numbers top those churned out by our last ZX-14 Kawi (170 hp/104 ft.-lbs.). No word in the early press materials as to what kind of electronic hocus-pocus (if any) will be used to keep the new ’Busa from becoming a human fly-swatter at the dragstrip, but certainly the ZX-14’s production-record 9.78-second pass is in danger.
Welcome to Speed Wars 2008!

Suzuki Hayabusa Review
Here's my initial 2008 Hayabusa review. It's been awhile since I have had to write up a Hayabusa review and it feels odd yet familiar! Ride report, review and comparison to the original Hayabusa to follow since my new 2008 Hayabusa is still being run in. This is the stationary experience see the following pages for the first ride report.

Overall the new Hayabusa does not look all that different from the last model. It certainly does not have the wow factor like the original. Side by side the original model is definitely a classic. It's lines are simple and pure. The original designers didn't really care how it looked to the public all that mattered was that its shape was aerodynamic enough to break 300kph.

The 2008 model's lines are fussy in comparison to the original and the decals likewise. Of note the crescent like front indicators. Perhaps its the conservative colour scheme detracts from the physical design. The filigree design like the foot pegs, especially the rear set are an interesting touch but does not present the image of speed like the original's aero wing like extensions.

The rear end in the flesh is not as weird as the photos suggest. When viewed as a whole it actually works. Side by side the original's rear design is honestly odd by comparison. That didn't occur to me until I saw the two treatments.

The bulges on the rear and front that house the indicators are not part of the main fairing but are actually pods that can be removed. They are put together very well so they look like they are all one piece. This would also explain reports that this model was going to have an adaptive fairing.

What is actually really odd is the design of the pipes, in particular chrome ends on the exhaust pipes. I commend the redesign of the pipes themselves purely because its different. Nevertheless the black coating looks OK (which you can still see the stainless steel braiding) if you take into account that its the same colour as the frame.

I am not happy with the new Hayabusa instrument panel design. Yes it's all new and yes it shows more things and yes green, yellow, red and blue warning lights, graphics but the raised bezels and flat plastic windows looks cheaper than the original. The Hayabusa is a top range motorcycle and it should have a bespoke instrument panel. After all the original had one that was classier than the rest...

More to the point it has whole lot more functions than the original. Almost all useful! New for '08 is dash light brightness control, a gear indicator, a power mode indicator, a programmable rev 'limit' light and 2 trip meters. So they seem to have catered for the drag racers, track day riders and the tourers! The only thing I wished they included was a outside temperature gauge.

*Update it is missing the fuel computer! I really like that feature on the original.

Here's a close up of the power mode switch. Not much to look at but its effect is noticeable. 3 different power modes which makes the Hayabusa suitable for even the less experienced? According to the manual the power modes make significant differences - BUT I have only used the A mode so far.

Quality of the plastics is the similar to the original but the garnish panels on the side of the dash appear less sturdy? Back to the dash plastics, the new Hayabusa has a 4 piece dashboard surround whereas the original had only 2. I prefer the original Hayabusa - only because it looks better.

Paint work on me new one is nice and glossy - more so than the original. Less attractive where the decals which did I feel adds to its appearance. Since the decals extend to the fuel tank and is covered by the clear coat it will be hard to change graphics colors or remove them all together. (I have a Blue one)

The rear hump is smaller the the original and so is the rear seat pad. However they have now included body colored passenger grab rail as opposed to the grey originals. The hump is not as obvious as the original Hayabusa. Also of note was the rear view mirrors. They are the same as the original!

Ride position is very similar to the original for me others claimed it was more up right. I think its more leant over. The feel was like the original but to me seemed more solid. Engine noise was the familiar Suzuki bag of bolts and the exhaust a more car like than before in the open the engine noise is quieter than the original.

So far I am not as impressed with the 2008 Hayabusa as I was with the original which I bought the after the the first showing. The new model is a lovely bike but I wish they had done less physical 'improvements'. They should have kept the fairing but redesigned the rear end and with the saved funds spent more on the dash board (eg. added a larger LCD panel) and engine.

Suzuki Hayabusa GSX1300R

The fastest motorcycle in the world.

A machine that captivates the gaze. I've long been fascinated by the the Suzuki Hayabusa. I think it will be only a short time until I own one.

Each trip to the dealer to check out this bike is like a pilgrimage to Mecca. To those of us who saw the sportbike evolve over the last 15 years. From the '86 GSXR750 to where we stand today, this bike is by far the pinnacle of progress.

When I look at it- it seem huge. But once I'm riding, it feels like a toy.
The Hayabusa in unlike anything I have ever ridden before. It's more refined than my ZX-11. When you rev the motor and accelerate off into the distance, it feels designed for this. As if it's sole purpose were entrenched in allowing the ride to travel at any velocity in relative safety and ease.

I realize now the level of discipline and restraint it requires to own this bike. Well, maybe I wouldn't call it restraint, but just plain discipline. The whole package takes some readjusting as to what you might think of as normal. You're headed down the freeway, the speedometer indicates 70 mph, yet it barely seems to have risen around it's circular path.

One of the most interesting things I ever read about the Hayabusa is instead of pulling wheelies when you grab a fistful of throttle, instead the bike will rocket forward and slowly pull the front tire off the ground.

When you sit upon this bike, it has a wondrous feel that occurs when your hands contact the handlebars. It's a tingle that flows through your wrists, arms, shoulders and causes a sensation of warmth to flow across your chest.

Torque is a wonderful thing.

Horsepower,
is a very wonderful thing.

credit : www.pashnit.com

Why Buy A Suzuki Bike?

by Ian Walsh

Making your choice

Making the choice of the right motorbike for you is certainly a difficult decision. The choice of bike should mostly be determined on the individuals lifestyle and what the bike will be used for. Most bike riders will ask their buddies what is going to be the best bike for them. As always, recommendations always play a part, and most bike riders will ask their friends for advice. For the most part, Ive personally heard any negative comments about the Suzuki range of bikes.

As Suzuki has a large independent dealership, it is easy to get a hands-on demonstration of the bike before you buy it. Again, because the of the large dealership network, it is easy to keep the bike maintained or buy spares which youll invariably need to do over the life of ownership.

Suzuki Motorbike Range

The Suzuki motorbike range covers all types of model including sports bikes for the thrill seekers, motocross for the more sporty among you, off-roaders for those looking for the thrill of all-terrain riding and tourers that can seat two people who like to get around in comfort.

Within each category of Suzuki bike, there are a number of different models with varying specifications and styles. For the image conscious each bike is also usually be bought in different colors, or can be "pimped" by adding a style pack. Its fair to say that within the Suzuki motorcycle range theres a model to suit every need.

My final piece of advice is to go down to your local dealership, have a look around and arrange a test-ride. You wont be disappointed.

This article is provided by Suzuki Motorbikes for information on the current Suzuki Motorcycle range.