autofreak
12-24-2008, 05:55 AM
Cycle parts
We have twin-spar aluminium frames all round, with the two Japanese bikes having reasonably similar geometry to go with their 2kg difference in fully fuelled weight the Hayabusa has rake, trail and wheelbase of 24.2, g8mm and 148smm the ZZR boasts a slightly sharper, shorter and sportier 23, g4mm and 1460mm. The BMW is far removed, with a lengthy 1571mm wheelbase, 11gmm of trail and a lazy 2g rake angle. Thankfully, the direct and unhindered steering afforded by the Duolever system (see above) means it doesn't feel as ponderous as the figures suggest it should.
Up front, the Hayabusa and ZZR feature upside-down 43mm telescopic forks, adjustable for. preload (how much weight the' units will take before giving) compression damping (controls the rate of compression, or dive) and rebound damping (rate of return). Obviously the Duolever on the K1200S has its single shock, adjustable for, well, nothing. The monoshock at the rear does have hydraulically adjustable preload (with a nice handwheel) and rebound damping, while the Suzuki and Kawasaki equivalents have the same full complement of adjustment as the front.
142
Reassuringly for such a trio of blisteringly quick motorcycles, all the brake set-ups are suitably impressive, with 310mm diameter discs on the Suzuki and Kawasaki, and dustbin lidŽscale 320mm whoppers on the BMW. All three have four-piston calipers, radially mounted for less flex and improved power and feel on the Busa and ZZR, and conventionally fixed on the K1200S. Rear brakes are twin piston on the Beemer and Kawasaki, single on the Suzuki.
To ensure the operation of these devices is as comfortable as possible, all the bikes have adjustable levers the Suzuki has a five-position front brake shape and four-position clutch span, while the Kawasaki goes for one upmanship with six settings for the brake and five for the clutch. Predictably the BMW uses a different style of adjustment, with threaded wheels on each lever to wind their span in or out.
We have twin-spar aluminium frames all round, with the two Japanese bikes having reasonably similar geometry to go with their 2kg difference in fully fuelled weight the Hayabusa has rake, trail and wheelbase of 24.2, g8mm and 148smm the ZZR boasts a slightly sharper, shorter and sportier 23, g4mm and 1460mm. The BMW is far removed, with a lengthy 1571mm wheelbase, 11gmm of trail and a lazy 2g rake angle. Thankfully, the direct and unhindered steering afforded by the Duolever system (see above) means it doesn't feel as ponderous as the figures suggest it should.
Up front, the Hayabusa and ZZR feature upside-down 43mm telescopic forks, adjustable for. preload (how much weight the' units will take before giving) compression damping (controls the rate of compression, or dive) and rebound damping (rate of return). Obviously the Duolever on the K1200S has its single shock, adjustable for, well, nothing. The monoshock at the rear does have hydraulically adjustable preload (with a nice handwheel) and rebound damping, while the Suzuki and Kawasaki equivalents have the same full complement of adjustment as the front.
142
Reassuringly for such a trio of blisteringly quick motorcycles, all the brake set-ups are suitably impressive, with 310mm diameter discs on the Suzuki and Kawasaki, and dustbin lidŽscale 320mm whoppers on the BMW. All three have four-piston calipers, radially mounted for less flex and improved power and feel on the Busa and ZZR, and conventionally fixed on the K1200S. Rear brakes are twin piston on the Beemer and Kawasaki, single on the Suzuki.
To ensure the operation of these devices is as comfortable as possible, all the bikes have adjustable levers the Suzuki has a five-position front brake shape and four-position clutch span, while the Kawasaki goes for one upmanship with six settings for the brake and five for the clutch. Predictably the BMW uses a different style of adjustment, with threaded wheels on each lever to wind their span in or out.