The Superbike Club comes to Australia

Following the success of the Supercar Club comes Australia’s, and indeed the world’s, first Superbike Club.

Over a million dollars worth of some of the world’s most exotic bikes are now available to members including two Ducati Desmosedici RR’s, two Bimota DB7’s (as pictured above), a Moto Morini Corsaro Veloce, a Victory Vision Tour Arien Ness, a BMW R 1200GS Adventure, a BMW G 450X Enduro, two Kawasaki KX450’s and a Can-Am Spyder.

A one-off joining fee of $1925 and annual fee of $7700 will see you have access to some amazing machinery for a fraction of the cost of ownership.

“No longer do you have to be rich and famous to ride some of the most perstigious bikes in the world,” said Superbike Club Chairman Tim Sommers. “The Superbike Club gives you access to an amazing collection of motorcycles without having to worry about registration, insurance or
maintenance.”

The Superbike Club currently operates in three states, Victoria, New South Wales and Queensland.

2009 Buell XB12Ss Review & Road Test

Good time grassroots motorcycling

Model Tested:

• 2009 Buell XB12Ss, 1203cc V-Twin, Six-Speed – $15,995 (RRP)

Great Handling, Fuel Economy, Belt Drive
Rear Cylinder Heat, Storage, Seat Padding

BikeAdvice Rating:

- by Dave Kenny

Buell has flown largely under the radar in Australia and the U.S. since Eric Buell launched his racing concept from the racetrack to market in the early 1990’s.

Sales into the European market are much stronger. They are the home of street fighters and motards so anything a little different should do well there.

In 2003 Buell launched a new pair of bikes based around a radical chassis design. The XB’s completely rewrote the Buell line up from the original ‘tuber’ models that were fitted directly with Harley Sportster 1200cc engines and basic tubular frames.

Time has moved on and this year Buell’s 125,000th bike, a liquid cooled monster rolled off the assembly line and landed in Australia.

The 2009 XB12Ss comes to Australia in Euro spec, a few horses have been sacrificed with fitment a more restrictive exhaust to meet the environmental regulations but I don’t think you’ll notice.

This year all chassis parts and the 1203cc Thunderstorm engine have been given a black finish. It gives the bike a more modern look than the silver and bronzes of the previous year models which were starting to look dated.

Buell must have realised this as they now offer black fork legs an accessory part for those wanting to tart up their own.

Like all twins, Buell’s performance is derived from the engines torque rather than top end hosrepower and it comes on nicely from 2500rpm and remains strong right throughout the rev range.

This typically means short shifting through the five-speed gearbox will keep you in the sweet spot for some pretty good real world acceleration.

Does ‘real world acceleration’ mean it’s not that fast? Well, not compared to the current litre sports bikes, but then your hardly going to find a comparison test between the two, or find yourself weighing up either as your next purchase.

Let’s just say you can easily find yourself on the bus if your not careful. The motor isn’t as smooth as a 90-degree twin but I loved the character more for it.

The XB’s big brother, the liquid cooled 1125r has lent the massive ZTL brake caliper. Obviously six brake pistons weren’t enough so we now have eight.

Initial bite is a bit soft after looking at this thing, especially if your used to a twin disc set up. Once your on it though there is plenty of power to hoist the real wheel up from any speed.

You can’t go without mentioning the perimeter disc. Mounted to the outer part of the rim the design has more to with suspension than braking.

It allows the wheel to be lighter by removing stress from the hub and applying it to the rim under braking. This lighter unsprung mass allows the suspension to work more freely and provides great feedback and razor sharp handling.

The XB12Ss is fitted with fully adjustable Showa suspension, this year Buell have upspec’d the bike with the same units that were fitted to the outgoing TT model.

They’re about an inch longer a both ends and this extra travel gives a sweeter ride and more adjustment to set the bike up for your own needs. I found no need to adjust the front end but I added a click of preload to the the shock which helped the bike hold a tighter line in the corners.

To compensate for the extra length in suspension a scolloped out one piece seat keeps the overall seat height to a similar 776mm.

Flicking through the owners manual is a good place to start if your not sure how to begin with suspension tuning. There are base settings and trouble shooting steps that explain it in plain English.

Through the twisties it all comes together, fast changes of direction, low down torque and super brakes. Arrive at the corner and holding more speed than you used to lets the Xb’s strong points shine.

It stays calm and composed, a benefit of being able to run softer suspension. Then its on again as you crack open the throttle.

The fuel injection is spot on with only a small dip around 3000rpm when the exhaust flap valve opens. There’s no rush to change gears because it gathers revs pretty slowly to 4500rpm before picking up speed towards 6800 redline. After a while I found changing at 5000 and 5500 to be about right, without bothering the engine.

Any mid corner bumps are dealt with easily and show that Buell’s perimeter disc design is a plus. Consider the compact size and a wheelbase similar to an Aprilia RS250, you can see that a lot of effort has gone into producing a fast yet stable handling machine.

It’s all about mass centalisation, if you follow MotoGP then you’ve heard of this already and Buell are miles ahead of the competition in this area.

The petrol cell is located within the twin spar frame holding over 16 litres, enough for more than 280km. The dry sump oil tank is in the forward part of the swingarm and the exhaust is slung nicely under the engine. Together this keeps all the weight low and central. Well done Buell, it works and looks good.

The upright riding position has plenty of room and the right amount of forward tilt for my 6-foot frame. In Australia we only have the long version with its’ lower foot pegs and gentle bend in the bars to go with the longer frame. I can ride all day and still get off without any bad aches. The seat is petty soft but does the job and despite it’s looks, has good space for a pillion.

The one thing that will give you some gripes is the heat from the rear cylinder. On a hot day this can become pretty uncomfortable in the city traffic and even on the highway on warmer days. Most twins get warn under the seat but the Buell is warmer than I would like. A downside to the compact design.

With a simple engine you should get simple servicing and there are no issues here either. The two valves per cylinder are hydraulically driven and do not need adjusting. Being air cooled also means easier access around the motor for your mechanic or yourself. From 2008 Buell redisgned the ECM to self regulate and the TPS is also service free.

Regular oil changes and inspections should see you straight. Buell specify replacing the oil every 8000km and unless your doing very short trips this is fine with todays range of quality synthetic brands.

Overall the Buell has left me wondering why more aren’t on the road. A rumbling V-twin heart, a body filled with innovation in design. It keeps you wanting to ride just a little bit longer. Perhaps that’s why Buell owners are a loyal bunch, they know that they have something unique that gives them grassroots motorcycling. Good times.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): 8 piston, 375mm single disc
• Brakes (R): 1 piston, 240mm single disc
• Clutch: Wet Multi-Plate
• CO2 Emissions: TBC
  
• Engine: 1203cc OHV V2 Air-Cooled (4 valve)
  
• Final Drive: Belt
  
• Fuel Consumption: 5.7 litres per 100km (as tested)
• Fuel Tank Capacity: 16.7 litres
• Fuel Type: 91 RON unleaded
• Induction: Carburetor
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 70kW @ 6800rpm
• Torque: 104Nm @ 5500rpm
• Transmission: Five-speed
• Suspension (F): 43mm USD forks
• Suspension (R): Coil over monoshock
• Warranty: 2 Year / unlimited kilometre
• Weight: 181kg (dry)
• Wheel (F): 17 x 3.5-inch cast aluminium
• Wheel (R): 17 x 5.5-inch cast aluminium

KTM Venom project put on hold

TheVenom, KTM’s naked superbike project, has today been placed on hold as the manufacturer concentrates its efforts towards finishing its RC8.

The Venom concept was first seen back in 2004 and was due for production later this year, but KTM boss Thomas Kuttruf said he believes a successful ‘real’ superbike must take precedence before its naked brother can be finished.

“The bike is standing in Kiska’s (Gerald Kiska, the man behind the design company responsible for the look of all KTMs) office, but is currently a no-go for production,” Mr Kuttruf said. “With the Venom project we had the idea to make a naked superbike, we still think this idea is worth following and the project is not stopped, but it is a bit on hold. The clear priority for us at the moment, and the clear idea from the Stefan Pierer, was to say ‘guys, before we have a naked superbike, we must have a successful real superbike.’ “

The inference means the RC8-R (racing edition), and KTM, will be competition ready by next year if efforts stay focused, and if this small bit of news is anything to go by, KTM’s superbike project looks to be in a very good position.

2009 Triumph Tiger Review & Road Test

Narrowing the Tiger’s focus has broadened its appeal

Model Tested:

• 2009 Triumph Tiger 1050; 1050cc three cylinder; six-speed manual – $16,590 (RRP)

Options:

• ABS $1000; Panniers & Mounts – NCO

Torquey Engine; Riding Position; Keen Pricing
Allergic to Dirt; Small Pillion Seat; Still not a GS

BikeAdvice Rating:

- by Tom Reynolds

The Triumph Tiger is at first glance an odd bike. In recent years it has evolved to the point where it’s not really a road bike and it is not very suitable for the dirt either. Does this mean it’s master of none?

Early, and yet modern, incarnations of the Tiger firmly had the BMW GS customer in mind. The spoked wheels, trail-ish tyres, fork boots, 19-inch front wheel and general all purpose look ensured that the Tiger would be sat side by side with the GS in the buyers mind.

The Tiger was, and is, cheaper, more powerful and more modern than the GS, but the tried and true Beemer was still the winner.

So Triumph did the logical thing. It moved the Tiger into a new hunting ground to call its own.

The new Tiger has a 1050cc three-cylinder motor that is shared across many other Triumph models and cleverly tuned this one to suit the bike and the buyer.

The torque curve is like a bad opera singer- it comes in early and is flat. In an opera that’s a bad thing, so I’m told, in an all purpose road bike it’s just about perfect.

The looks and styling went more towards Yamaha’s FZ1 and the fittings went very road. Gone were the fork boots, replaced with snazzy upside down numbers; the seat was lowered to prevent it being unceremoniously dropped by persons under six-foot; and the pillion seat went from a nice place to live to a short holiday destination only.

In some ways, the Tiger is really all about That Engine. The chassis and running gear simply serve to provide a stage for the 1050cc’s of glory to shine.

The gearing is about perfect – no 170km/h in first gear here, just a sensible ratio blend that works brilliantly with the engine to give you a right handed torque tap.

Want more? Turn on the tap. Coupled with the updated version of the 1050’s fuel injection – a vast improvement on previous models – with still some way to go before it is a smooth and simple as a Japanese bike.

There’s a little chain snatchiness on slow roundabouts, and also the odd stall after a cold start. Despite these small issues, the new fuel injection mapping and ECU is miles ahead of all of the old 955 Triumphs.

When you have an engine as versatile and fun as the Tiger has, it could easily mask poor handling but this is not the case.

Both the Tiger and the venerable BMW GS can, in the right hands on the right day, publically pull down the pants of many a sports bike.

Naturally it’s horses for courses, so perhaps a track day at Phillip Island or Eastern Creek would not be the ideal locale for a Tiger, but your friendly local twisty bits could see the Tiger leading the pack.

Best of all, it’s effortless. The wide bars and upright riding position prevent tiredness as well as they promote good riding.

The radial front brake is simply wonderful. Two fingers and you have all the stopping power you need. The forks could have been a little firmer for my liking, but then I’m 190cms and 100kgs, so possibly at the upper end of what the standard preload settings can cope with.

The rest of the running gear is better than average. The clocks, speedo and tacho are well lit, well placed and very simple to use. You may not get much use out of the lap timer, but the dual trip meters and the shift lights are easy to see and immediately intuitive.

Your pillion may wish for something more comfortable and possibly a little longer in the leg, but all you need do is point at a Japanese sports bike and say something like “I was going to get THAT!” and you’ll have them raving about the Tiger in no time.

On open roads the Triumph’s engine shines once again. The torque controller that is the throttle hand is so versatile that you can select one gear in a twisty section and just surf that torque curve right to the shore.

In built up areas, the 1050 does not hunt for a little more throttle so staying under the speed limit is thankfully easy, and these days cheaper too.

Daily commuting on a Tiger is a breeze. The bars are a little wide for the old filter-to-the-front at the lights, but the stable mirrors and general visibility from the bike make to and from work trip a safer and simpler part of your day.

“So who’s the buyer?” I asked the guys at Triumph as I was picking up the all-orange beasty.

I own both a Triumph Speed Triple and a BMW GS and I could not work out where the Tiger was placed in that sort of company. It dawned on me later that the Tiger is perfect for those who want a/ but don’t want b/. As follows:

If you want a bike that performs in a sporty manner, but don’t want to be bent over all day, the Tiger might be for you.

If you like the size and comfort of a BMW GS, but don’t plan to go off road, the Tiger might be for you.

If you want a bike that has panniers and top box as standard and don’t want to go to the hassle and expense of getting after market boxes, the Tiger might be for you.

If you are a big guy and find most bikes make you feel like a giant spider on a tricycle, the Tiger might be for you.

So why would I buy a Tiger? If I was doing a longer asphalt-only trip such as around Tasmania for instance- I’d take a Tiger over an ST.

If I needed a bike I could nip to the shops on and then go for blast with the lads in the afternoon? Tiger.

Oddly enough Triumph’s narrowing of the Tiger’s focus has broadened its appeal. And therein lies the genius of the Triumph Tiger.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): Twin 320mm discs (4 piston)
• Brakes (R): Mono 255mm disc (2 piston)
• Clutch: Wet Mulit-Plate
• CO2 Emissions: TBC
• Engine: 1050cc DOHC three-cylinder (12 valve)
• Final Drive: X ring chain
• Fuel Consumption: 6.0 litres per 100km
• Fuel Tank Capacity: 20 litres
• Fuel Type: 91 RON Unleaded
• Induction: Multi-Point
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 85KW @ 9400rpm
• Suspension (F): 43mm USD forks
• Suspension (R): Monoshock
• Torque: 100Nm @ 6250rpm
• Transmission: Six-speed manual
• Warranty: 24 months / Unlimited Kilometre
• Weight: 198kg (Dry) / 201kg (ABS model)
• Wheel (F): Cast Aluminium 17 x 3.5-inch
• Wheel (R): Cast Aluminium 17 x 5.5-inch