AMA Pro Racing News Release
DAYTONA BEACH, Fla. (November 7, 2011) - AMA Pro Racing is proud to announce the introduction of the XR Showdown, a $60,000 year-end points fund that…
Team Suzuki News Flash
CHINO, CA (November 7, 2011) - Yoshimura Racing and American Suzuki Motor Corporation are proud to announce plans for the 2012 AMA Pro Superbike Championship Series that…
Ducati Racing News Flash
After a positive first two days during the final round of the 2011 MotoGP season, the Ducati Team had an unfortunate and premature end to the Valencia…
Factory Yamaha Racing News Release
MOTOGP SEASON FINALE FREE PRACTICE: Yamaha Factory rider Ben Spies made it count this afternoon in difficult weather conditions to take third on the grid for…
It is with mixed emotions that Yamaha Factory Racing arrives in Valencia this weekend for the final Grand Prix of the 2011 season.
MotoGP’s tragic loss of rising star Marco Simoncelli…
Suzuki’s legendary GSX-R1000 Superbike has just got a whole lot better, as the new 2012 model incorporates elements learned from Suzuki’s global race teams and on-track successes.
Information from the Suzuki MotoGP team and the GSV-R, through to Superbike and Supersport teams around the world have improved Suzuki’s road-going machine following its hands-on R&D testing at the top level of global competition, which also includes World Endurance racing with reigning and ten-times World Champions, Suzuki Endurance Racing Team.
With refinements ranging from a new titanium 4-2-1 exhaust system, to completely redesigned pistons, the engine has quicker acceleration, crisper throttle response and improved fuel efficiency.
The chassis, suspension and braking systems are also refined for enhanced performance and a reduction in weight by two kilograms.
Suzuki’s latest generation of the Championship-winning GSX-R machines that have dominated racetracks around the world, features new colours and a variety of new styling elements, including new instrumentation, new black fork tubes and new red pinstripes on the wheels. The GSX-R1000 offers incredible engine performance from idle to red line, smoother suspension performance, even more responsive handling and superior braking performance – everything needed to Own The Racetrack.
Engine highlights include the adoption of MotoGP-derived finite-element-analysis and fatigue-analysis techniques, which allow for newly-developed pistons that are now 11% lighter and aid acceleration and overall performance. This combined with a finer material for engine tappets shaves a further 2.5 grams off per tappet, resulting in optimized valve lift with a revised exhaust cam profile for a slight reduction in valve overlap. Compression ratio is also increased from 12.8:1 to 12.9:1.
Along with Brembo Monoblock callipers, the 2012 GSX-R1000 features further chassis enhancements that offer greater manoeuvrability thanks to a reduction in weight for the front tyre and axle, offering superior unsprung weight advantages. This weight saving is increased with the return of the lightweight 4-2-1 exhaust system.
2011 Suzuki RM-Z450, a cutting-edge open-class motocrosser.
For 2011 Suzuki has taken the championship winning RM-Z450, and have fine-tuned it into an even more potent machine.
The 2011 RM-Z450 has undergone numerous updates: it now meets a stricter noise limits (94db) while keeping smooth engine output; the compression ratio has been increased from 12.2:1 up to 12.5:1 for higher output; intake and exhaust timing has been changed for better engine feeling with lower noise output; and ECU settings have been updated for more linear acceleration and improved over-rev.
In addition, Suzuki has also focused on making tuning and maintenance easier on the 2011 RM-Z450; two optional couplers come with the unit to change the EFI setting (richer and leaner), and a convenient fuel line cap is included for regular maintenance.
What you have with the 2011 RM-Z450 is a cutting-edge open-class motocross ride that’s more potent than ever. As a racer, you want quick, laser-accurate steering and confidence-inspiring high-speed handling in one package.
And you want a high performance machine with a racing pedigree that enables it to be competitive right out of the crate. It’s no secret that Champions Choose Suzuki!
For 2011 Suzuki has taken the reigning FIM/AMA Supercross Championship winning RM-Z450, and have fine-tuned it into an even more potent machine. The 2011 RM-Z450 has undergone numerous updates: it now meets a stricter AMA noise limit (94db) while keeping smooth engine output; the compression ration has been increased from 12.2:1 up to 12.5:1 for higher output; intake and exhaust timing has been changed for better engine feeling with lower noise output; and ECU settings have been updated for more linear acceleration and improved over-rev.
In addition, Suzuki has also focused on making tuning and maintenance easier on the 2011 RM-Z450; two optional couplers come with the unit to change the EFI setting (richer and leaner), and a convenient fuel line cap is included for regular maintenance.
What you have with the 2011 RM-Z450 is a cutting-edge open-class motocross ride that’s more potent than ever. As a racer, you want quick, laser-accurate steering and confidence-inspiring high-speed handling in one package. And you want a high performance machine with a racing pedigree that enables it to be competitive right out of the crate. Here in the U.S. and around the globe, the RM-Z450 has helped racers collect wins and trophies, fiercely competing in venues from the World MX1 series to America’s AMA Supercross championship. It’s no secret that Champions Choose Suzuki!
645cc displacement with a bore and stroke of 81.0mm x 62.6mm and a compression ratio of 11.5:1
An automatic Idle Speed Control (ISC) system is integrated into each throttle body, and produces stable idle while improving cold starting and reducing emissions immediately after start up.
An oval throttle pulley helps smooth low rpm/mid-range power delivery.
Clutch release mechanism is changed from ball-screw type to cam type system and the transmission gear engagement dogs are strengthened to help improve shifting of the six speed transmission.
Conventional pressed in iron liners are replaced with Suzuki’s own race proven nickel-phosphorus-silicon-carbide coating (SCEM), which reduces friction and improves heat transfer, durability and ring seal.
Also with Dual spark plugs cylinder heads feature iridium spark plugs reduce spark plug electrode degradation and allow the electrode to be finer producing a more intense, hotter spark and further enhancing combustion. And not to mention each 39mm throttle body carries a 10-hole fuel injector. The extra-fine atomization injectors produce an average spray particle diameter that is smaller for improved combustion efficiency
Each cylinder head features a compact combustion chamber with two 31mm intake valves set at 14-degrees from the cylinder centerline and two 25.5mm exhaust valves set at 16-degrees from the cylinder centerline.
Fuel pump is lighter and more compact and located within the 15 liter fuel tank.
Increased low-to-mid range torque output as well as a broad and smooth power delivery are produced through changes in Cam profiles, valve lift, a 10% increase in crankshaft inertia, newly staggered intake and exhaust tract lengths and an increase in exhaust system volume. All this without affecting top end power.
For 2011 Suzuki has taken its potent RM-Z250, and have fine-tuned it into an even more capable machine. The 2011 RM-Z has seen numerous updates: it now meets a stricter AMA noise limit (94db) while maintaining smooth engine output;
Engine Type: 249cc, 4-stroke, liquid-cooled, single cylinder, DOHC
The intake and exhaust timing has been changed for better engine feeling with lower noise output; The exhaust pipe length has been changed for better engine feeling with lower noise;
ECU settings have been updated for more linear acceleration and improved over-rev; The radiator hose routing has been changed for more efficient cooling.
In addition, Suzuki has focused on improving operation and overall feeling (primarily in shifting and starting).
The 2011 RM-Z250 features improved lubrication on the center of the clutch and counter shaft for better durability and improved clutch feel; an updated transmission (focusing on 3rd and 4th gear) provides improved durability;
and the kick starting arm has been redesigned for improved starting. And to cap off an already impressive ride, Suzuki has focused on providing easier maintenance features on the 2011 RM-Z250 as well.
Updated wiring harness routing and a convenient fuel line cap for regular maintenance are two new features.
Suzuki racing technology is everywhere you look on the 2011 RM-Z250: the 249cc engine utilizes advanced Suzuki fuel injection, and when combined with the twin-spar aluminum frame and class-leading Showa suspension components, you get the perfect weapon for motocross racers worldwide. And there’s also the eye-catching slim, aggressive styling that causes the RM-Z250 to stand out at any track.
The 2011 model of Suzuki’s exciting Super Motard, the DR-Z400SM has arrived in Australia.
Its slim design provides the full supermotard experience.
A dual purpose machine built for the streets, the DR-Z400SM is a proven performer and is ideal for fun on the weekend or the daily commute.
A compact 398cc, 4-stroke, liquid-cooled, DOHC engine delivers impressive torque throughout a broad powerband, and its slim design provides the full supermotard experience.
With a lightweight, chrome-moly frame and RM-Z-inspired long travel suspension, riders of the Suzuki DR-Z400SM will enjoy sensational handling in the urban environment.
The LAMS-approved# DR-Z400SM features a powerful 310mm front and 240mm rear disc brakes.
A convenient electric starter and easy-to-read digital instrumentation of speedometer, odometer, dual tripmeters, clock and stopwatch complete an all-round supermotard package.
In a White colour scheme and backed by a 12-month warranty, the Suzuki DR-Z400SM is now available for a Recommended Price of $9,090*.
Suzuki unveiled three brand new models at the Intermot Motorcycle Show in Cologne, Germany, with the iconic GSX-R range getting all-new 600 and 750 models, along with the debut of a new naked middleweight – the GSR750.
Unveiled on the Suzuki exhibition stand at 9.00am local time, the new GSX-R600 boasts heightened performance levels thanks to MotoGP inspired development that has seen the new bike shed an impressive nine kilograms over its predecessor, thanks partly to an all-new chassis that has a 15mm shorter wheelbase, as well as Showa Big Piston Forks.
With engine technology advances, the new GSX-R600 also offers heightened performance, due to a host of innovative features taken straight from MotoGP, including lighter, more durable pistons designed with the same Finite Element Method (FEM) and fatigue analysis technology used to develop MotoGP engines. Combined with thoroughly reworked cam profiles and narrow valve angles, the new GSX-R600 delivers this enhanced performance through a vertically staggered, close ratio gearbox with shorter ratios for good race start performance and better corner exit drive.
Developed in parallel with its smaller sibling, the GSX-R750 remains at the top of its game too with similar treatment to make it the best 750cc sports bike yet. Combing similar weight advantages over its predecessor, with the same shorter wheelbase and pin-point accurate chassis of the 600, the new GSX-R750 makes the perfect sporting road tool thanks to its over-square engine that produces a race proven bore/stroke ratio, in turn contributing to better efficiency, higher RPM and performance.
Making both models stop as well as they go is the introduction of radial-mount Brembo Monoblock calipers with fully-floating front discs. Featuring 310mm discs and 32mm staggered caliper pistons, the GSX-R600 and 750 offer significantly enhanced braking performance, with the added bonus of decreased weight too, all adding to machines that offer class leading power to weight ratios in their class*
Also unveiled at Intermot was Suzuki’s all-new GSR750 – a blend of the modern and the futuristic with a powerful 749cm3 four-cylinder fuel-injected engine.
With strong lines running from nose to tail, the GSR750 combines edgy styling with a strong specification that will boost rider confidence and flatter ability. Thanks to a unique chassis that incorporates the best qualities of a compact tubular street bike frame and the pin-point accuracy of a twin-spar sportsbike frame, the new GSR750 tracks with real confidence thanks to 41mm KYB inverted front forks and an adjustable rear KYB shock absorber.
Starting with the proven power-plant of the GSX-R750, engineers began with real pedigree, creating an engine more akin to a naked motorcycle – responsive with distinctive character, offering hard acceleration.
Modifications to the GSX-R750 engine include revised cam profiles, intake and exhaust tracts and a 12.3:1 compression ratio that provides strong, linear torque starting at low RPM. With the valves set at a very narrow angle, the combustion efficiency is improved, therefore delivering better low-rpm, mid-range response, acceleration and fuel mileage as well as reduced emissions.
With styling a large consideration in the bike’s development, the GSR750′s nimble chassis and punchy power is topped off nicely with modern, vented headlight shell, integrated instrument cluster, moulded rear-view mirrors, light and open radiator side panels and aggressive front bodywork. With particular consideration paid to rider comfort too, thanks to a well-shaped seat and textured fuel tank side panels, the GSR750 offers real world sporting ability.
With all three models set for their UK debut at Motocycle Live at the NEC in Birmingham from 27th November – 5th December, more information can be found by visiting suzuki-gb.co.uk or by visiting the GSX-R600 and 750 microsites at: gsx-r600.eu and gsx-r750.eu.
The award winning Suzuki Boulevard M109R recreated the power cruiser market upon its introduction. Its unique style and exhilarating performance – born of championship-winning Suzuki race heritage – have made it the leader in the class.
The Boulevard M109R’s exhilarating performance begins with its 109-cubic-inch, fuel injected V-twin engine. It’s tuned to produce massive torque all the way from idle to redline, which translates into acceleration that you just have to feel to believe. It’s the most powerful cruiser Suzuki has ever produced. To reward every one of your senses, the big V-twin also produces a throaty, aggressive exhaust note—just what you’d expect from the hottest cruiser on the road
Like Suzuki’s sport bikes, the Boulevard M109R balances extraordinary performance with crisp handling, thanks to a technically advanced chassis and suspension, matched by world-class brakes. And when it comes to wrapping that performance package in cruiser styling, a picture is worth a thousand words. Check out its sleek, flowing lines and GSX-R inspired styling touches, and you’ll realize that the Boulevard M109R is in a class of its own.
The M109R Limited Edition adds a sporty racing stripe, custom gauges and taillight, and a uniquely styled seat.
New for 2011: M109R Limited Edition features an instrument cluster with a digital tachometer and LED indicator light; a newly included gear position indicator; and it is now relocated from the handlebars to the top of the headlight cowl. In addition the M109R Limited Edition is offered in a new Glass Sparkle Black/Candy Max Orange finish.
Twenty horsepower. That’s the target the Big Four manufacturers had been aiming their 80cc Motocross machines back then.
It was a very tough number for them to hit and make no mistake. For such a tiny Engine to crank out that much voltage means that it must produce a Mind Boggling two and a half horsepower for every 10cc of displacement.
That’s pretty much on the cutting edge of reciprocating engine power output, at least in the realm of conventional aspiration.
For you to get more those day’s you, you’d have to get yourself a turbo charger, something the AMA and your competition wouldn’t be too happy about.
Now the first thing you should know is that the 1990 Suzuki RM80 didn’t hit the 20-Horsepower mark. The second thing is that it doesn’t make a shred of difference, because this bike was one of the best small-small bore machines ever to hit the track, let alone some arbitrary horse-power. And even if it didn’t crank the dyno past 20, it got real, real close.
How close would you say is close?
How about 19.2 horsepower? That placed Suzuki within range of the of the current mini horsepower champ back then, the Honda CR80, Which pumped out a great 19.4 at the rear wheel. Not only was the new Suzuki right in the hunt, it also out pulled the 1989 RM80 by 2.5 horsepower at peak output. Even more importantly, it gave the rider a user-friendly spread of torque that allows all of those horses to do more than just make alot of noise. The RM consistently grind-ed out over 6 ft./lb. of wheel-twisting power across a 4500-rpm spread, peaking with 8.6 ft./lb.at 10,500 rpm. In the real world torque-not horsepower-is what gets the work done, and in the RM’s case, it Delivered a Major roost from the rear wheel.
How did they do it?
By playing with the engine’s intake system . Suzuki reshaped the reed valve, short-end the intake manifold by 10mm and put a smoother cut on the carburetor air bell. Aside from a new piston and a beefed up crank pin, these are the only major power plant changes. The engine’s new intake combination produces a less restrictive airflow environment, boosting mid to top-end power and improving throttle response across the board. But Suzuki didn’t get something for nothing; the new bike gave up a little of the ’89′s impressive bottom to mid-range thrust.
The year before 1990′s bike was stronger up to about 7500 rpm, but it pretty much got smoked by the new RM from there on. The decision to give up some bottom-end power is one mini racers will benefit from. This bike wasn’t built for trail riding. It hit hard and fast, then zooms along like a bee. Mid-range output is stunning, and there’s sufficient top-end overrun to allow the rider to choose between grabbing the next gear revving the bike those last few yards into the next corner. Speaking of shifting, the tranny got high marks for shifting action and ratios, and the clutch takes all the abuse you can give it without fading or getting grabby.
What about those brakes?
The most obvious change to the RM80′s running gear is the addition of a rear disc brake. It’s no more powerful than the drum unit it replaces, but it required less attention and delivered more consistent performance. In other words, you didn’t find yourself adjusting the pedal height in every other moto. Another big change can be found at the rear: Suzuki replaced the 1989′s RM80 can-type Full Floater linkage with a big-bike link-style mechanism. Why? Because the cam style Floater’s moving parts had to much surface area, contributing to drag and restricting its ability to react to small inputs. This stiction was even more of a problem on the mini because the bike was so light.
The 1989 owners found it necessary to run a little more sag then normal to help the machine overcome the system’s initial friction. The new Floater allowed the rear to step right over small obstacles without compromising its ability to handle big stuff. Essentially, it preformed as well as or better the 1989 model, with a noticeable improvement in ride comfort. In order to accommodate the change over, Suzuki also refined the frame and redesigned the bike’s swing arm. Both have been made more rigid to improve handling, and the new chain guides reliability has been enhanced by the addition of aluminum brackets. It works.
What About the Front?
Suzuki knew that many RM riders were pushing the mini’s front-end hardware to the limit. So what did they do? They made it stiffer. There’s a new upper triple clamp with an extra pinch bolt, and the front axle has gone from 10mm to 12mm. Not much change, but there was a noticeable improvement. The fork was the same as the 1989 RM model but the 1990 model had refined damping, and inside each leg a single spring replaces the 1989 model’s matched set. The tubes deliver a linear, predictable ride that was comfortable for the average 110-pound intermediate the stock bike is set up for, but the springs are too soft for hard-charging experts.
Damping is faultless, and the range of adjustments allows it to be dialed in for virtually any rider on any track. About the only thing Suzuki could have done to improve to 35mm front-end would have been to send the bike through with a set of 38 or 40mm cartridge forks. That was the next step in mini evolution, but they probably didn’t see that until 1991 at the earliest.
Does it handle good?
Yea!! The suzook manages to keep itself on the straight and narrow as long as there wasn’t to many deep ruts on the track. Because minis are so short in relation to their height, it was difficult to build one that feels as stable as a larger machine. Nonetheless, the RM strikes a good balance between stability and cornering prowess. It was a good straight line machine, and once you stuffed it into a corner the bike’s short wheelbase allows it to climb up the inside, get up-right, then quickly blast out.
Could this win in the 90′s
There was no reason why it wouldn’t win, as long as the rider is capable of winning. After all, the 1990 RM80 was a substantially refined (and substantially better) version of the 1989 best mini racer. It was quick. It handled. It shifted. It stopped. It’s good suspension and it’s well balanced. It was comfortable, predictable and geared for a variety of track conditions. It had enough horsepower and torque to keep ahead of anything short of a factory racer. And since there weren’t many of those around in the mini class, the RM80 looked like a good choice!
Information from the Suzuki MotoGP team and the GSV-R, through to Superbike and Supersport teams around the world have improved Suzuki’s road-going machine following its hands-on R&D testing at the top level of global competition, which also includes World Endurance racing with reigning and ten-times World Champions, Suzuki Endurance Racing Team.
