SPACE folding bike unfolds with a touch

Folding bicycles are a great idea, in theory. In practice, they often provide a poor riding experience and can be a hassle to stow away. Budapest-based designer Simon Hukaya believes he’s solved both these issues with SPACE – a concept folding bicycle which sports a one-touch unfolding mechanism and 20-inch wheels.

Like other folding bicycles, SPACE is primarily designed to be used as a “last mile” transport solution, folding up neatly when a daily commute necessitates hopping aboard a train, tram, or bus. However, Hukaya states that its 20-inch wheels, which are spaced relatively far apart, allow SPACE to handle better than one might expect from a bike of its type.

The folding mechanism implemented in SPACE consists of a threaded rotation point which pushes the frame out of the original plane and allows the two wheels to come together, while a lock prevents accidental release.

To fold the bicycle, the user presses a button to release the folding mechanism and bring the bike together. To unfold is similarly effortless and involves simply pressing the same button and releasing the two wheels, allowing the resulting momentum to move the bike into the correct shape.

Once duly folded, SPACE measures just 91 x 68 x 47 cm (roughly 35 x 27 x 18 inches) and while in this position, it can also be pulled along by the handlebars to allow easier transportation on foot.

SPACE is still firmly a concept at present, and we've not heard word as to if, or when, Hukaya aims to bring it to market.

Source : http://www.gizmag.com/ - By : Adam Williams

Ducati 848 Streetfighter Review - First Ride

With the world launch of the 1199 Panigale superbike at the EICMA show in Milan still a month away, Ducati filled the interim with an international press launch of the 2012 848 Streetfighter. The combined street and track ride in and around Modena, Italy, exposed the newest naked performer to Sunday morning twisties and trackday duties.

Nearly identical in appearance to the larger 1098 Streetfighter, the new 848 is meant to provide motorcyclists a more affordable and less extreme option to the superbike-powered S model, which is the only other Streetfighter available for 2012 as the standard Streetfighter is being discontinued.

The most obvious difference between the two 2012 Streetfighter models is engine displacement. Whereas the Streetfighter S utilizes Ducati’s 1099cc L-Twin cylinder engine producing a claimed 155 hp and 89 ft.-lb. of torque at 9500 rpm, the new Fighter is powered by an 848cc Twin outputing a claimed 132 hp and 69 ft.-lb. of torque at 10,000 and 9500 rpm, respectively. Producing its peak horsepower 500 rpm higher in the rev range and with a compression ratio of 13.2:1, compared to the S’s 12.5:1, the new SF is a little more high-strung than the larger-displacement model.

Ducati’s crankshaft-derived power figures will decrease when run on a rear-wheel dyno. The 848 Superbike is factory-rated at 140 hp, 8 up from the new Streetfighter due to slightly less valve lift and duration, and it produced 119 hp on the Superflow dyno at Mickey Cohen Motorsports during our middleweight sportbike shootout. Thus, we expect the 848 SF to generate a little over 110 ponies at the rear wheel. 

This amount of power is plenty fun and exciting on a bike weighing approximately 410 pounds full of fluids. On the street there’s enough oomph for any situation, whether it be wheelieing or passing, while on the track the 848 Fighter will make easy work of better bikes with lesser riders.

Set to retail at $13,000, the 848 Streetfighter is substantially more affordable than the $19,000 Streetfighter S but only $2000 less than the soon to be nonexistent $15,000 standard Streetfighter (hurry and get yours now if you perceive the standard 2011 1098 Streetfighter a better value). The 848 does retain Ducati Traction Control, which is a commendable technology to be included at such a low MSRP.

The bigger Streetfighter S model, in addition to the increased power of the larger engine, boasts an Ohlins fork whereas the 848’s front legs are of the Marzocchi variety. Both suspension components are fully adjustable and measure 43mm in diameter. The 848’s front end, however, is steeper than the S with 24.5 degrees of rake compared to 25.6 degrees on the S model. The 848 also has less trail than the S, 103mm vs 114mm, respectively, but the wheelbase of both bikes remains identical at 58.1 inches.

2012 Ducati 848 Streetfighter

New rake and trail figures do little to cure the Streetfighter’s front-end nervousness.

Whether on the street or the track the Streetfighter takes some time for the bike to feel comfortable and/or familiar. The front end on the 848 version as well as the 1099cc original can feel a bit twitchy, especially when leaned into a corner, and trail braking doesn’t come naturally when riding the Streetfighter. With the 848 spanning the same distance between contact patches as the S model but with a steeper rake and less trail suggests that Ducati may still be searching for a better base setup — which if achieved would go a long way in making the bike more inviting — but neither measurement lends itself to improved confidence.

Usually less rake and more trail would help calm down a nervous front end, so Ducati’s unconventional approach of more rake and less trail to apply calm is interesting. Without a 1098 Streetfighter to ride for comparative purposes at the event, it’s hard to say if the change in front end measurements are better or worse, with the issue still persisting, though, it’s definitely not solved.

It wasn’t until the second session on the track that I was riding comfortably fast, pushing the Streetfighter closer to the edge of its performance envelope. The front end’s nervousness and higher handlebars dictate a light touch — ham-fistedness results in a wondering front wheel.

Other significant differences of the 848 SF include a wet rather than dry clutch and new 10-spoke wheels instead of the five-spokers on the S. The tapered aluminum handlebars of the 848 are also 20mm higher than those of the S model. The high seat height of the S, 33 inches, carries over to the new 848, as do the slippery footpegs.

The majority of these changes comprise to make the new 848 Streetfighter a better companion to the motorcyclist who is more concerned with the competency of the Streetfighter as a usable streetbike and less about the upgraded performance of the S model.

The higher handlebars, for instance, relieve some of the pressure on a rider’s wrists allowing for more time spent in the saddle. Because Ducati didn’t go as far as to change the seating position itself, this extra leverage is oftentimes put to use maintaining a comfortable distance between fuel tank and crotch. The combination of a very narrow tank/seat junction and downward sloping seat can make bumpy road riding a testicle-harrowing experience.

On a smooth, closed course racetrack such as the brand new Autodromo Modena (the 848 Streetfighter press intro was the track’s first official function) the narrow seat/tank juncture allows for quick, side-to-side transitioning.

Complaints were made of the original Streetfighter that a rider’s right ankle was forced uncomfortably away from the bike due to an exhaust heat guard. Ducati addressed this on the 2012 848 SF by adding a 10mm spacer to the right footpeg. Yes, the ankle no longer feels at an odd angle, but the modification did take away a degree of lean angle on a bike that has riders touching toe sliders to tarmac in concert with placing a knee on the ground.
The twin front, radially-mounted Brembo brakes and 320mm discs provide good braking power and didn’t fade during our two track sessions, but feel at the adjustable lever is a little vague.

At the rear of the bike a fully adjustable Sachs shock attaches to a cast aluminum single-sided swingarm. The 5.5-inch rim holds a new 180/60 ZR17 Pirelli Diablo Corsa tire. The new size tire provides a wider contact area over its radius, and Pirelli claims improved damping capabilities to provide a smoother ride. Boasting a World Superbike compound on the right and left sides, the tire’s traction was never in question.

The 848 Streetfighter will be available in Fighter Yellow, Ducati Red and Dark Stealth but in any color the bike remains a stunner. The aggressive sex appeal of this motorcycle is undeniable, and if you can manage its few foibles, the 848 Streetfighter should make for a wonderful companion.

With the exception of the uncomfortable tank/seat juncture, the seating position provides plenty of leg room and a respectable distance from seat to footpegs. The higher handlebars will help keep the weight of a passenger off the rider’s back and the increased distance of the footpeg alleviates discomfort of the rider’s right foot.
I personally wouldn’t want to spend more than an afternoon on the Streetfighter, but for a motorcyclist looking for competent weekend carver and occasional track day tool the Streetfighter is all that in an attention-getting package. 

Source : http://www.motorcycle.com/ - By : Tom Roderick

Aprilia Caponord 1200

Another year, another contender in the large-displacement adventure-bike game of thrones. The undisputed king of the segment, the BMW R1200GS, wears the crown. Beemer’s benchmark bike just keeps taking on all comers – and continues to bat down each and every challenge, as in our 2012 Adventure-Tourer shootout. This year brings a reincarnated Aprilia Caponord to the game, initially unveiled at EICMA 2012.

 Based on the aforementioned Dorsoduro 1200, which we loved during our 2011 review, the Caponord has the underpinnings for a great long-distance machine. Throw in the hard panniers, RSV4-inspired styling, ABS, traction control, multiple ride modes, adjustable windscreen, hand guards, and semi-active suspension (aka Aprilia Dynamic Damping) and the technology-laden Caponord is sure to be a contender for the A-T crown this year.

We’re glad to see Aprilia jumping on the A-T bandwagon in a big way. But it faces some stiff competition for top honors. "Since its introduction the Ducati Multistrada has been in a class by itself,” says Content Editor Tom Roderick. “This new Caponord, with semi-active suspension, looks to finally give the Duc a run for its money."

In regards to the Beemer, Associate Editor Jon Langston remains skeptical. “Knocking the GS from the top of the heap has proven impossible thus far. It’ll be interesting to see how well the new Caponord measures up – not only to the GS, but against the other contenders.”

Source : http://www.motorcycle.com/ – By : roy Siahaan/Staff

Max reigns supreme in 2012 WSBK Race 1

Former multiple world champion Max "the Roman Emperor" Biaggi took his Aprilia RSV4 to victory in the first race of the 2012 World Superbike season at Australia's Phillip Island today.Starting from second on the grid behind Tom Sykes on the Kawasaki ZX10R and in front of reigning champion Carlos Checa riding his #7 Ducati, Biaggi rode a dominant race after an early incident saw early race-leader Checa retire after a dramatic high-side while exiting the blindingly fast turn 12, fortunately walking away unhurt.

After a tragic race incident yesterday which saw 17 year old Oscar McInyre succumb to his injuries after crashing and colliding with two other riders during the Superstock 600cc Championship race, superpole was cancelled and the WSBK grid was decided after averaging the practice times from the previous two sessions. The fastest rider during practice, Tom Sykes, was awarded pole and he led into the first corner but was then soon overtaken by Checa with Biaggi in hot contention.

Biaggi eventually won by over 8 seconds from fellow Italian Marco Melandri who had an impressive race on his BMW S1000RR to take second podium position from 13th on the grid, with Sylvain Guintoli, the only Ducati to score a podium, coming in third.

We noticed that Carlos Checa had a slight limp in the pits after the race and we hope he is able to be at full strength for the second race.

We also extend our sincerest condolences to the family and friends of Oscar McIntyre.

Inside Deus ex Machina

At Deus ex Machina, Los Angeles’ new biker boutique with a different spin, enthusiasts of clothing, surfing, custom bikes, coffee and baked goods, will be surrounded by coolness galore. The company, originally founded in Australia, now has locations worldwide, including the Los Angeles-based connection recently opened on Lincoln Boulevard near Venice Beach.

When not riding his 1973 Triumph T120V, General Manager Julian Heppekausen says Deus “Is all based around creating a family and community around the business, and everyone having a good time while sharing that culture.” One way Deus creates this culture is frequently orchestrating a variety of bike-oriented/pop culture events. This particular one, the “Sound and Vision Vintage Swapmeet,” focused on bringing together fans and vendors of vintage music and photography.


 A potpourri of classic amplifiers and speakers shared space with tons of vintage LPs and mountains of posters and photos, while camera buffs ogled old shutterbugs offered at swap meet prices. Beer was free (with a catch) and “bangers” (aka sausages) and onions were grilling on the barbie. Bands kept the beat going while bikes of all sizes, shapes and vintages rolled in throughout the day. The sun was shining and it was definitely a Dog’s Day Afternoon with fun for all.In fact, Deus Ex Machina intrigued us enough to warrant a full-on feature story that you’ll see on these pages in the coming weeks. For now, enjoy these pictures from one of Southern California’s more eclectic moto-hangouts.

Best Standard Kawasaki Z1000

In our Oddball Sport-Touring Shootout the Z surprised even us as to how well it performs when placed into a role where it isn’t expected to excel.

The Z1000 is adept at stunts like this. However, after much experience blasting around town, and up and down the state of California, we found the Z makes an excellent all-‘round motorcycle. Rebirth of the UJM, perhaps?

The Z1000 is adept at stunts like this. However, after much experience blasting around town, and up and down the state of California, we found the Z makes an excellent all-‘round motorcycle. Rebirth of the UJM, perhaps?

Its nod to the streetfighter style means an open, upright riding position with little to shield the rider from the elements. Yet rarely does a rider feel cheated by a lack of a substantial windshield. An easy reach to the one-piece handlebar, roomy cockpit, humane seat height and a 481-lb wet weight combine to make the Z a friendly, manageable motorcycle. Smooth, linear power from its liter-class inline-Four paired with excellent throttle response enhances the Z1000’s user-friendly nature. But with over 123 hp at the wheel, an agile yet stable chassis and good brakes, the Z is a wolf in sheep’s clothing.

The naked Kawi’s numerous admirable qualities mean to us that this bike is capable of filling many roles, making a case for itself as a new UJM. From commuter to canyon-carving sportbike slayer, from a lightweight tourer to everyday transportation, the Z’s got it covered. It even makes more horsepower and torque than MV Agusta’s $4,500 costlier Brutale 990R. The Z1000 does all this for the modest sum of $10,499.

Best Sport Touring BMW K1600GT

Designating a touring motorcycle is fairly straightforward, but defining a sport-touring motorcycle always seems a more contentious task and is a debate we’ve ‘rassled with many times. But when BMW’s performance-driven K1600 machines came along, choosing a class-leading sport-tourer became much easier.

The K1600GT possess all of the K1600GTL’s engine power, handling prowess, and technological wizardry. But in the interest of appealing to riders that want all of the GTL’s performance, yet don’t want a cross-country ready rig (not that the GT isn’t capable of gobbling up hundreds of miles at a time), the GT ditches the GTL’s trunk box and employs a sportier windscreen shape (read: slightly less wind protection in some positions). Of course, the GT’s windshield is also electronically adjustable.

Just as the Touring category remains largely unchanged from last year, so, too, does Sport-Touring, thus the K1600GT easily wins this department for a second year. To repeat ourselves from 2011, the K1600GT is the Gold Wing that retiring track addicts would hope for.

Kawasaki Versys Review

Since its introduction four years ago, some have grappled with defining this competent but somewhat ambiguous 649cc parallel-Twin all-round sport motorcycle, which even Kawasaki once listed on its website under “Dual Purpose.”

Its name is contrived from the words “versatile” and “system,” and offers some clues.

The Versys takes elements from dual-purpose bikes, standards, adventure-tourers and sportbikes; sharing characteristics of all, but neatly fitting into the category of none.

See the stylistic family resemblance between the Versys and shorter travel ER-6n? The Versys has more sophisticated suspension and stronger midrange power, and is every bit as much the sporting machine as the ER.

In fact, it is essentially a longer-travel ER-6n, albeit with a more sophisticated inverted fork, an asymmetrical “gullwing” aluminum swingarm, retuned engine for broad midrange power, and with unique looks.

The Versys is led by the ER-6n and followed by the Ninja 650R. Don’t let the green bike’s racer looks deceive you. The Ninja has nothing on the Versys when the roads get twisty.

The Versys and ER-6n also share many features with their fraternal-triplet sibling, the Ninja 650R. But while the Ninja 650R and ER-6n have identical, peakier versions of the same engine, the Versys has revised intake and exhaust cams, a 10.6:1 compression ratio instead of 11.3:1, and redline set 500 rpm lower at 10,500.

While officially considered a “worldwide bike,” the Versys was designed first for the European and Canadian markets, and launched there in 2006. Then after many requests from U.S. riders, Kawasaki brought it in, at first as a 49-state 2008 model. California got its Versys in 2009, when a required evaporative emissions canister was fitted.

Even so, the bike is still much better appreciated in Europe, as evidenced by its sales performance.

“We also have to realize that the lion's share of Versys are purchased in Europe where they understand and embrace this type of motorcycle and where it is ridden enthusiastically,” says Kawasaki’s Public Relations Supervisor, Russ Brenan.

The American motorcycle press never underappreciated the Versys, however, and some publications loaded it with accolades, saying it is well suited for anyone, be they new or experienced or somewhere in between.

This leads us to wonder whether this hearty and unanimous recommendation was received just like a lot of advice so often is from an experienced elder – disregarded by the kids who know better!


To wit, Kawasaki says 64% of U.S. Versys purchasers are age 45 and older, and 62% have more than five years riding experience.

In contrast, riders under age 25 comprise just 2% of U.S. Versys buyers, and those age 25 to 34 represent a mere 8%.

We might euphemistically attribute this to different priorities between younger U.S. riders and their European counterparts, including possible objections over its “funky” appearance.

But whether its looks will enhance the image you think you represent, or not, the Versys is aptly named. 

Its is good at nearly any kind of on-road riding you can throw at it – from grocery getting, to commuting, to sport riding, to exploring even the roughest of roads nearby, or on tour.

The 2010 Versys received a styling overhaul while leaving its functional aspects – engine, 6-speed cassette transmission and brakes – intact.

Plastic Surgery

This year’s model received mostly stylistic bodywork tweaks, which while subtle, are not few.

A new stacked headlight leads the way for the 2010 Versys.

The Versys’ face is as distinctive as ever, now with dual stacked headlights. Its semi-double-cradle, high-tensile steel frame is adorned with new plastic, ranging from a re-sculpted fairing, radiator shroud, engine covers and rear fender.

Blocking the wind is a bigger three-way adjustable windscreen which protects the rider surprisingly well. Kawasaki also offers a “Tall Windshield” for $159.95, and a “Vario Windshield” with a wider, taller base, and adjustable spoiler for $199.95.

This year, new mirrors, turn signals and an LED tail light from the Z1000 are also included.

The counterbalanced engine is reasonably smooth, but rigid rear engine mounts were replaced with rubber mounts, and the footpegs now utilize hollow rubber inserts to further quell vibration.

Kawasaki Vulcan 1700 Vaquero Preview

For 2011 Kawasaki continues the bagger segment growth trend with its Vulcan 1700-based Vaquero.

A blacked-out color scheme distinguishes the Vaquero from its Vulcan brethren while creating a turnkey custom look. The engine, air-cleaner cover, wheels, fork assembly and tank cover all get the blackout treatment; chrome accents (engine guards, exhaust, mirrors, etc.) provide just enough gleam to tactfully offset the Vaquero’s dark matter.

Building on the blackout theme is the Ebony paint scheme; but if an all-black bike is a bit much for you the Vaquero is also available in Candy Fire Red.

As part of the Vulcan 1700 Vaquero’s name implies, the same 52-degree, SOHC, 1700cc V-Twin that motivates the entire 2011 Vulcan line (including the Voyager, Classic and Nomad) powers the Vaquero.

Introduced in 2009 as an all-new upgrade over the Vulcan 1600, the big 1700cc (103.7 c.i.) lump utilizes a single-pin crank for that genuine “Big Twin feel,” and overdriven fifth and sixth gears keep engine rpm low while a claimed 108 ft-lbs help you bomb along at freeway pace.

Dual 300mm front discs with twin-piston calipers and a 300mm rear disc with a two-piston caliper help reel in that healthy torque.

The Vaquero’s 28.7-inch seat height is the same as on the Vulcan 1700 Voyager and Nomad, while a 5.3-gallon fuel capacity is shared across the Vulcan lineup. A claimed ready-to-ride curb weight of 836 pounds for the Vaquero is within a hair’s width of the

The Vaquero is ready for overnighters with its lockable, side-loading, 10-gallon capacity (per bag) hard bags. A “chopped” frame-mounted fairing – repurposed from the Vulcan Voyager tourer – lends to the Vaquero’s bagger look that’s highly evocative of Harley’s Road Glide.

Also Harley-like is an ignition key that’s removable once the Vaquero is started. The impetus behind this is to prevent the key(s) from nicking up the finish around the ignition area.

Tucked inside the appearance-defining fairing is a centrally placed LCD readout flanked by analog speedo and tachometer dials; analog fuel and temp gauges round out the instrument package. The dials feature large numbers and chrome bezels to create a muscle-car atmosphere in the cockpit.

A robust sound system consists of an AM/FM/WX tuner pumping out the sounds through twin speakers and is compatible with iPod, XM tuner or CB radio units. Additional radio controllers are located on the left switchgear for convenience, while electronic cruise control switches are mounted on the right side switchgear.

The cockpit and sound system is generally the same as on the Vulcan Voyager.


Kawasaki offers optional accessories to personalize and increase the creature comfort level of your Vaquero. A few of these Kawi-approved goodies include: grip heaters, dual gel saddle, solo seat, heated solo seat, rider backrest, quick-release backrest, passenger floorboard kit, saddlebag liners, luggage rack, quick-release solo luggage rack, rear engine guards, auxiliary riding lights, DC power sockets, headset kit, GPS mount, billet handlebar clamp, engine cover, saddlebag top and side rails, front fender trim and more.
The 2011 Vulcan Vaquero should hit Kawasaki dealer showrooms by late October and will retail for $16,499.

First Impression: 1997 Suzuki XF650 Freewind

"Hey! What's going on here?" I shout to myself while the right footpeg leaves a trail of rubber on the asphalt of my favorite canyon road. "This is supposed to be a budget priced, do-it-all beginner's bike? What's going on here?" But first things first.

Suzuki's engineers always seemed to have a keen hand for crafting good value bikes. It's surprising that a do-everything sort of bike was missing from their line-up. Enter the new Suzuki XF650 Freewind for 1997, a true all-'rounder. Naturally, this depends on your definition of the perfect do-it-all bike. We're not talking about just street riding, so the new crop of naked "standard" mounts, such as Suzuki's own Bandit, just won't do.

Also, the bike should be plenty capable of touring road work while still being able to tackle the occasional fire road or trail, so that rules out most dual purpose machines as well.

For many Americans and Europeans the answer has been BMW's F650, a bike that's topped European sales charts the last few years and might do the same in the U.S..
 The Japanese have been slow to catch up with this trend, but now Suzuki is playing along. And with a price tag that blows away the BMW.

Suzuki built their Beemer-beater simply: they took the engine from their successful DR650 dual-purpose mount, slotted it in a lowered frame and equipped it with an abundance of road-oriented features such as massive body work, a useful fairing and 19-inch front wheel.

Result?

The most European-looking Japanese bike made in the last few years. With its understated Suzuki logo the Freewind appears more like the spawn of a fancy Italian manufacturer and celebrity designer than a committee-designed big-four machine.

On the street many onlookers refused to believe that those sensuous curves belonged to "just another Suzuki." You won't see much of its styling from the saddle, right?

So let's get moving. Taking the Freewind off its stand takes very little effort. Indeed, it's no heavyweight at 360 pounds. The first shocker comes gazing upon the instrument panel, or should I say instrument screen, as it's 100 percent LCD. After putting LCD odometers in their latest sportbikes, Suzuki equipped the Freewind with a complete LCD panel, displaying speed with digital numbers and revs with a graphic bar. It has a nice fuel gauge to boot. And you know what? It works better than expected.

"Even in strong sunshine everything is easily read, and its rev bar and speedo are fun to watch, too."

Start the Freewind and you'll hear a very muted and un-thumper-like sound. This should come as no surprise, with noise regulations being what they are these days. What is surprising was its lack of stomp from idle when compared to its livelier cousin, the DR650.

Suzuki's Freewind will still pull a wheelie if actively persuaded, but a less-experienced rider shouldn't fear the bike ever doing an unwelcome rear wheel stand.

A quick get away from a full stop requires a lot of revs, but from then on the Freewind gets into its stride and accelerates smartly. The general feel is soft.

With a reasonable seat height of 32.5 inches that sags quite a lot with rider weight, you get an excellent beginner's mount. It should be noted that like the DR650, the Freewind can be made even lower by readjusting its suspension.

The wide off-road type bars allow for plenty of leverage in tight situations, and all other controls are extremely light. The seating position does feel a bit odd at first, with a deeply curved seat locking the rider into a fixed position, but after a long time in the saddle this proved to be a rather comfortable compromise.

Good city manners are expected from a dual purpose hybrid. Less expected is the excellent freeway behavior. Try cruising at more than 70 mph on most big trailies and you'll get plenty of handlebar wag.

Thanks to its 19-inch front wheel and low mounted aerodynamic fender, the Freewind shows none of this misbehavior, tracking straight and true at elevated speeds.

Its single lung engine enjoys stretching those gear changes too, and what you get is seamless acceleration.

"Even more impressive is the total lack of vibration from its engine at all revs."

You'll be hard pressed to find a smoother running single. When you consider that Suzuki achieved this smoothness by using just one balance shaft (to save weight) instead of the usual two found in most singles, you can appreciate what a great design this mill really is. Its smoothness allows for long periods of high-speed mile eating. Also, the Freewind's fairing does a good job protecting the rider's chest from windblast. I'm a fairly tall rider, so shorter riders should find even more peace behind the screen.

"...Suzuki's Freewind offers a true, rounded and sorted package..."

All this might sound a bit too sedate and proper, and the Freewind indeed has that user friendly personality that prompted Suzuki-Europe to target women riders, but the XF650 turns out to have a strong liking for kinks and sick lean angles. Yes, we all know that D-P bikes can run circles around sportbikes in the tight twisties, but truly the Freewind is in a league of its own.

Thanks to its lowered and stiffened DR suspension, the XF stays firm and steady at lean angles and speeds of which most D-P bikes can only dream. No less important in the traction equation are the excellent Pirelli MT80 tires. They are totally road oriented and seem to be made from a track compound that allows footpeg scraping in a bike with supposedly endless ground clearance.

Well, you say, my Bandit 600 can do all the above with ease and power to spare. But what do you do when the road ends? I know I wasn't supposed to, but the temptation to try the Freewind on a trail was too great. In a word, the Suzuki can cope, and rather well at that.

Fire roads are entirely within its scope, and only its expensive looking plastic and shortened suspension persuade you not to take on too big a challenge. With a good rider aboard and proper tires, the Freewind could tackle any hard-packed flat trail. It is nice to know that off-road ability is there.

This new segment of light, single-cylinder do-it-all bikes is now alive and kicking. Until now, BMW pretty much owned the market, but not any more. With a price tag in some markets around 15 percent cheaper than the F650, Suzuki's  Freewind offers a true, rounded and sorted package that will take a rider in comfort to almost anywhere, both on- and off-road.

For a beginning rider who doesn't know what their preferred kick might be, the XF650 can supply a guided tour through most motorcycling activities. And next time you think those road-going pseudo trailies are dull and boring, go out and check your local canyon road. You might be in for a surprise.


Specifications:

Manufacturer: Suzuki
Model: XF650 Freewind
Engine: Four-valve single-cylinder, air-oil cooled
Bore and Stroke: 100 x 82mm
Displacement: 644cc
Carburetion: Twin 32mm Mikuni
Claimed power: 47 hp @ 7000 rpm
Transmission: 5-speed
Wheelbase: 58.3 in (1465mm); 57.3 in (1455mm) lowered position
Seat height: 32.6 in (830mm); 31.5 in (800mm) lowered position
Fuel Capacity: 4.9 gal (18.5 liters)
Weight: 355 lbs (162 kg)