GSXR K5 750

Suzuki GSXR K5 750 - approx read time under 5mins 

After one year and over five thousand miles of ownership, we parted with the Bfiddy. It was used for commuting, trackdays and UK touring, never missing a beat.

Rider Birotar_Jonjo

Back in 2015, when we bought the bike, she came as standard with an Arrow exhaust, the only hidden extra was a Power Commander 3. After an hours ride home we knew the right choice had been made, with great handling and acceleration there when you want it.

Nice unobtrusive dash

The bike received a full service when we got her back to the BirotarUK HQ. We also changed the pads knowing full well it wouldn’t be long before we had her on track, EBC HH Sintered are the pads of choice. 

The first big trip for the Bfiddy was to Wales to enjoy some fine roads and scenery. A waterproof bag strapped to the back and that was all that was needed. Official figures state 160 miles to a tank of fuel, but we found 120-130 was more realistic before the fuel light came on.

The Bfiddy ready for a trip to Wales

After some time to get to grips with the bike, it was evident we needed to get the suspension set up. We used Race Engineering, as we do with all our bikes. As usual they did a great job and the bike's handling was transformed. We’d also added a quickshifter to the bike, this was tested on the dyno whilst also confirming a very healthy 130bhp at the rear wheel.

The Bfiddy in Wales

Knowing the bike was healthy and the suspension performing much better, it was time to hit the track. We managed two on the Bfiddy, one at Mallory park in the standard road fairings and the other at Brands Hatch after we sourced some track fairings. Both times the bike performed really well, building rider confidence.

There isn’t much you can fault the Bfiddy on, if anything. It's a bike that can be used in most situations and takes everything in its stride. Servicing and parts are cheap, and providing the bike comes with a good service history there isn't much that would stop the bike.

Overall a big thumbs up from us. A highly recommended sports motorcycle capable of commuting, fast road riding, touring and track days. Here's to the duly departed Bfiddy. 

Bfiddy at Brands Hatch

Thanks for reading! We hope you enjoyed it.

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BMW S1000XR

We're back with another installment of our #teaBreakreview - approx read time under 5mins 

Cast your mind back a week, we took a R1200GSA out for a ride. If you missed it you can read it here. Whilst on the GS we thought about touring on something a bit sportier, 160bhp kind of sportier to be precise.

Photo credit: Wil Collins

Official Specs:
Max power: 160 bhp
Max torque: 83 lb-ft
Top speed: 155 mph
Seat height: 840mm
Average fuel consumption: 43 mpg
Weight: 228kg

A wet ride on the S1000XR

 With the XR you get the same 999cc inline four that's in the heart of the S1000RR, the engine has been tamed slightly for use in the XR. It makes peak power at 11,000 rpm instead of 13,500, and peak torque at 9,250 rpm instead of 10,500. 
The model we rode had all the optional extras including;

• Quickshifter
• Dynamic Traction Control
• Cruise control
• Dynamic ESA (electronic suspension adjust)

So what does it actually feel like to ride? Well, the 160bhp engine is a peach, high revving and certainly packs a punch at the top end but it feels somewhat lacking lower down in the revs. It feels like you really have to give it some to get the bike moving, the non adjustable clutch lever doesn't help with that either. As we started the day in typical British fashion, lots of rain, it was a good opportunity to test out the rain mode. Rain mode cuts even more low down power which makes pulling away from a junction around towns painfully slow.With rain mode off and heading out to clearer roads it was time to open the throttle, there are lights on the dash that flash letting you know the traction control is keeping things under control. For us, the handling of the bike felt quite sluggish compared to what we'd been expecting but maybe some more time in the saddle would change our views on this.

Photo credit: BMW Motorrad

 The riding position is upright and comfortable with nice wide bars, the mirrors are next to useless though which is a shame on a brand new bike. The adjustable screen provides a good level of protection, even keeping things relatively quiet at motorway speeds. The XR provides plenty of pillion space even with a top box on. A real bug bear for us is the lack of locking sat nav mount that can be found on the GS however there are modifications/alternatives available.
BMW shift assist pro is a brilliant addition to the bike, seamless up and down shifts which really emphasize this bike is still a sporty number a heart. The standard exhaust note is good, loud enough to induce a smile whilst pushing on in the higher revs yet quite enough whilst you sit back and engage cruise control.
The standard seat height is a modest 840mm, not the tallest on the market and making it easy to put a foot flat on the floor for us 5ft somethings. BMW offer a lower seat option for an additional £172, reducing the height to 820mm, the same as a S1000RR. 

Overall the S1000XR left us a bit underwhelmed, it wasn't a bike we could hop on and unleash the potential quickly. It's a bike we'd need more time on and some big miles to get to grips with. We can however really understand the appeal of the XR, for those not wanting to leave the power of their trusty sports bike behind but want to tour two up or with a full set of hard luggage.

A wet and wild ride on the S1000XR

The model we rode can be had for £15,000, not a bad price tag for a super sport engine and comfortable touring capability. Hopefully we can get some more miles in the saddle soon and see if our views change on the handling.

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Quickshifter, launch control and pit limiter.

Quickshifter, launch control and pit limiter.

We've all seen the latest generation of bikes that come with launch control as standard and watched in awe as the Moto GP riders launch off the line in free practice, often wishing there was a solution for our older bikes and we think we've found it.

When searching for a quickshifter you'll find lots of choices but there is only one after market manufacturer that can offer launch control, quickshifter and pit lane speed limiter in one plug and play unit, Shift Power.

SP full race unit packaging

We thought we'd give it a go on the ZX6R track bike to see if this unit can do everything it says on the box. If you follow the instructions, the installation process is very easy and takes under two hours, including a tea stop. So what's in the box?

Everything you get in the SP full race unit box

The kit comes with everything needed to install the system, including quick splice connectors. At first the thought of installing this system was very daunting, you mean we have to splice into the bikes main ECU terminals?! Rest assured, the instructions are very clear and the quick splice connectors make it easy.

Check the wires before you splice them

Only basic tools are needed, the hardest part is getting to the ignition coils which are located under the airbox, it comes in handy having a spare set of hands to hold the fuel tank up to save removal.

When ordering you need to supply the length of your standard shift rod, we didn't need to cut anything off the supplied shift rod like we've had to in the past with other units.

Quick shifter sensor and new shift rod fitted 

After two hours in the garage fitting the unit it was time to test it all out, off to Cadwell we went to try it all out.

The unit worked flawlessly, there have been no changes made to the kill time yet as it's delivered with a very good base settings. It feels a lot better than the quickshifter we had on the GSXR 750.

So how did the launch control shape up? If you've been to Cadwell before you'll know it's out the pit and straight into a series of bends, not great for trying launch control. It's been tested on a paddock and it was impressive being able to hold the revs, launch and use the quickshifter to go up through the gears, so what does aftermarket launch control sound like, we thought we'd try it without launching in the pits at Cadwell...

The speed limiter works in the same way, flick the button that can be mounted on the bars and hold the throttle open and it won't rise above the speed that you've set, simple really, sounds good too.

To set the launch control RPM and speed limit you have to use the programming board which plugs into the quickshifter connector on the full race unit. Hold the revs at your desired limit and press the button, all set. The speed will need to be set on a paddock stand allowing the wheel to reach your desired speed. We found one very minor flaw with the launch control system, if its going on a track bike or a bike you plan to take on track it will have to be set above the noise testing RPM limit for your bike.
We're hoping to get the bike on the dyno over winter so will be able to really test the launch system in a controlled environment.

Overall the system is great and at a price point very similar to any other standalone quickshifter.
£336 gets you the full race unit, even if you only use the launch control once a year it's still a competitive package. We can't wait to get back out there to try the launch control at a track like Snetterton or Brands. A big thumbs up from BirotarUK.

To see if the unit is available for your bike click here.

Birotar Jonjo at Cadwell Park testing the full race unit

All the best

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Photography and videography are ©BirotarUK 2016

The new Triumph Bonneville bobber

 Triumph reveal their new Bonneville Bobber

Triumph invited us to their new motorcycle launch, and we're excited to be the among the first to show you what their new machine looks like.

The latest addition to the Bonneville family, Triumph introduces the all-new custom Bonneville Bobber. Born in a unparalleled bloodline of Triumph bobber customs that stretch all the way back to the 1940’s it captures the minimalist styling, aggressive stance and engineering of a genuine bobber. 

  

A genuine factory custom, the Bobber features a whole host of premium finishes including bronze 1200HT engine badges and the signature Triumph makers mark triangle, brushed engine covers, branded locking fuel cap and silver satin and graphite handlebar risers.

The Bobber engine delivers modern classic capability with ride-by-wire, for enhanced safety and control from twin classic styled throttle bodies, as well as incorporated liquid cooling with radiator and fan. This brings better performance and cleaner, more fuel efficient riding.

The Bobber is powered by Triumph's 1200cc high torque engine, as fitted in the Bonneville T120. There is a dedicated ‘Bobber’ tune for more torque and power lower down the rev range - although they won't tell us the official engine specs just yet. The lead engineer explained to us the torque assisted clutch is essentially a very light feeling slipper clutch that you can also find on the Bonneville.

For riders who are looking for more long distance comfort there is a stylish comfort seat in a ribbed and quilted version, a heated grip kit and a cruise control kit.

There are four colour options to choose from; 

• Ironstone, with a matt finish
• Morello Red
• Stunning Competition Green and Frozen Silver, with a stylish British racing twist
• Jet Black

For us, it's an amazing looking bike with all the technological advances we come to expect on modern bikes. That's what makes this bike really appealing in our opinion. Classic styling, aggressive performance with traction control, rider modes, ABS - all packaged in a unique and head turning street machine. We love that Triumph have maintained the classic hard tail bobber look and we believe it's exactly this that set's it aside.

Triumph have partnered with Avon for tyres dedicated for the Bobber. This means tyre choice is limited, or non existent.

We have been told that the Bobber's handling is better than we would expect thanks to Triumph's partnership with FOX. Adjustable suspension is a very good move from Triumph here but we will wait and see how the bike handles. We hope it's as good as they suggest.  

We only heard the exhaust note very briefly, but Vance and Hines exhausts tips will be available to purchase with the bike.

We don't know the power figures or pricing yet, but we expect it to be between 85-95hp with lots of torque. And the price? We hope it's no more than £13k!

Follow us for more photos and videos!

The photographs have been supplied by Triumph UK.

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BMW R1200GSA

The first instalment of our new #teaBreakreview - approx read time under 5mins

After racking up a few thousand miles on our R1150GS, we decided to see what a new R1200GSA would be like.

Left: R1150GS, Right: R1200GS Adventure

Official specs:
Seat height: adjustable 35" - 35.8"

Max power: 125 bhp

Max torque: 92 ft-lb

Top speed: 135 mph

Average fuel consumption: 46 mpg

Tank range: 350 miles (it’s already tempting isn’t it)

Autumn mornings are warm on the GSA

The model we test rode had all the goodies which included:

• Shift assist pro
• Electronically adjustable rider modes
• ABS
• LED headlight
• Manually adjustable screen
• Cruise control
• Heated grips
• Tyre pressure monitoring

The engine is punchy and makes riding along country lanes a real pleasure, motorways are comfortable with very good levels of wind protection. The screen can be manually adjusted on the move and there is very little buffeting at motorway speeds. The standard exhaust note is surprisingly good, certainly good enough to think twice about an aftermarket upgrade.

The GSA weighs nearly 300kg but the bike carries the weight surprisingly well. Car park manoeuvres are a doddle and motorway cruising is made effortless with the cruise control and very comfy riding position. Whilst not advisable we are told if you set the cruise control to 70mph and take your hands off the bars, the bike will carry on dead straight.

Enough lights to be seen

BMWs shift assist pro is brilliant, seamless shifts up and down the gear box. The first time we’ve experienced a feature like this and certainly brings a smile to your face, it really livens the bike up and transforms it from what may be considered a boring touring bike to quite the sporty number.

We left the bike in dynamic mode supposedly giving direct throttle response and tighter damping - it certainly made for a thrilling ride and would suggest the brochure is right. It's worth noting those big Brembos up front stop the 300kg beast really well.

Very aggressive in appearance in comparison to the R1150GS

So how much is all this going to set you back? The model we rode, including all the electronic aids, full metal pannier system and satellite navigation mount came to just over £17,000. A big price, but you do get a bike that could take you effortlessly around Europe and provide just as much fun as a modern sports bike on the road - but with added comfort.   

Its certainly a bike we're considering for the garage.

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Pirelli Diablo Rosso III tyre review

Pirelli Diablo Rosso III tyre Review – approx. read time 10mins

Pirelli Diablo Rosso III hot off the courier's van - BirotarUK

We felt that this tyre deserves a little more than our usual blog style review, so we’ve broken in up into sections. ‘Technical information’ and ‘our experience’. If you want to skip straight down to our thoughts on the tyre, then please do. If not, then stick the kettle on and enjoy!

There’s glossary of terms at the end of this review (just look out for words in bold).
For your sake and ours we’ve shortened ‘Pirelli Diablo Rosso III’ to DB3.

As the name suggests, this is the third version of the supersport Diablo Rosso tyre. Pirelli say “the Diablo Rosso family was born on the racetrack for the road and its strong points are sports handling, grip and long lasting performance.”

But what does that actually mean? A tyre “born from the racetrack for the road” is one that makes use of Pirelli’s 12 years of research acquired in the FIM Superbike World Championship as the official tyre supplier. Pirelli suggest that they have translated this expertise into rubber technology. 

The Diablo Rosso III was announced in October 2015 and launched in early 2016. It is currently available to purchase from many retailers in a variety of sizes to fit: naked, sport, supersport and supertourer motorcycles.

A quick look at the technical facts of the DIABLO ROSSO™ III:
1. Traction in wet
2. Twin-compound rear tyre with Silica
3. Racing-derived profiles 
4. DIABLO Supercorsa inspired tread (but more of it) 

What do these mean?

Improved water dispersion: Tyre geeks will have already noticed that the tread pattern of the DIABLO ROSSO™ III is similar to that of the well-known competition tyre DIABLO™ Supercorsa.

The Pirelli engineers considered it important to maintain the grooves with the unique, aggressive and distinctive lash pattern of the tread. Pirelli say that the set of grooves represents the best solution possible to achieve: solidity of the tread strip, a good balance between full and empty spaces, and excellent drainage of water.
Pirelli have listened to their customers and they have taken action. They say “excellent grip qualities in the dry are no longer sufficient because motorcyclists are now asking for better performance in all weather conditions and with a wider spectrum of operating temperatures”. We believe this is specifically relevant for UK market.
Improved handling: Pirelli have focused on the profile and structure of the tyre with inspiration from the world of Superbike racing, where the necessity to turn, lean quickly and with stability is absolutely fundamental. This means that the rider experiences a stronger feeling of safety and reliability in the bike’s ability to corner which translates to a more consistent and fast performance. 

Improved grip: The tyre is divided in a proportion of 40-20-40 where the side compounds cover a total of 80% of the entire tread. The remaining 20% is in the central section - this is made up of a compound that aids stability and allows for better mileage (great for those thinking about a spring-summer-autumn tyre option). 

The front tyre is a single compound with a Silica content of 100%. The decision not to apply the dual-compound to the front tyre is based on studies and direct experience of the Pirelli engineers. The conclusion was to go for the single compound because it is more capable of offering the motorcyclist good quality feedback and high levels of stability. 

Pirelli Diablo Rosso III fitted to the front wheel of the BirotarUK GSXR 1000

Similarly to the DIABLO™ Supercorsa, the DB3 is made of a high-performance Rayon, capable of conserving its shape during high stress forces generated by acceleration and load.

Prolonged tyre life: typically, grip tends to disappear towards the end of the tyre’s lifetime. But with the DB3, the performance consistency over time is improved. Traction is long-lasting and is made fully usable for its whole lifecycle. This is a BIG claim from Pirelli. 

So, is the DB3 right for you?

The BirotarUK GSXR 1000 and Ducati 749S chilling after a country side blast on the DB3s

The DB3 has been developed specifically for bikers who love to ride with a sporty and enthusiastic riding style. To feel on the road, the same emotions that can be felt on the racetrack.

Meaning that it’s not necessarily about what bike you ride, it’s how you ride it. From winding roads, to mountain passes, always looking for high lean angles. These are riders who use their bike both for short day trips, for medium/long-range weekend excursions with light luggage and a passenger, or track days!

OUR EXPERIENCE

We were very excited to experience Pirelli’s promise of better handling, grip and long term performance improvements after having already covered several thousand miles, and a couple of track days with the older brother - the Diablo Rosso II (DB2).

BirotarUK's GSXR 750 fitted with DB2s headed for a long ride to Wales, UK.

Compared to the DB2, the DB3 has a higher profile in the centre and is wider at the sides. These changes provide a larger contact area and a more stable lean BUT, it could also mean that tyres might not fit your motorcycle. Be sure to check that they fit before you place an order. Check tyre availability below:

At the same time, the height of the sidewall has been increased by about 3mm to provide greater flexibility of the sidewall in acceleration out of bends with greater traction.

The BirotarUK GSXR 750 testing out the DB2s at Brands Hatch

The DB2 performed exceptionally well during dry road rides, track days and touring. However, we were not so impressed with the rear tyre’s grip in the damp and wet conditions – we expected that this would be down to the lack of tread in the centre of the tyre. The DB2 also seemed to square off very quickly after long distance rides.

A close up of the DB2s on the BirotarUK GSXR 750 after a long wet ride

In May 2016 we had a set a set of DB3s fitted our #Bthou (GSXR 1000 K4) 120/70 FRONT 190/55 REAR. But guess what, we had to alter the sprockets sizes to make sure the tyres didn’t rub on the swing arm. To ensure the tyre wasn’t going rub after the sprocket change, we also had the bike on the dyno to ensure that there was enough room around the rear tyre, so that it could adapt to forces caused by acceleration, lean and braking. 

The Bthou in all it's glory, with DB3s fitted - BirotarUK

Once fitted, we got that: ‘Ahh - new tyre feeling’. Fresh rubber and a tank-full of octane makes you feel like you can ride on a cross-European adventure. The first thing we did was take the bike for a 250 mile blast covering a range of different road types.

We immediately noticed how smooth and predictable the tyre felt traveling at 
65-70mph on the motorway. Changing lanes and clipping the cats-eyes wasn’t un-nerving. Hitting the brakes and slowing down for traffic didn’t cause any butt-clenches and hard acceleration was stable.

Close up of the rear DB3s on the Bthou after 250 miles - BirotarUK

Slow-speed city riding was next on the list – the aim was to test tyre performance in a location where we would have the opportunity to ride at slow speed, with lots of change of direction and not much lean. What better place to visit than London? 

We found ourselves filtering and changing lanes effortlessly with the confidence that changing direction and being able to lean quickly to get out of trouble was easy.

So far we were pretty happy with the way the tyres behaved during motorway miles, but it wasn’t until we found some twisty lanes that we realised how graceful it is to lean, and swoop quickly with the DB3s. It was like someone had unlocked a whole new level of talent. Feeling the transition of weight became even more exciting and kept us wanting more – up to a point, because… Well, that’s what the track is for.

MSV Bedford Autodrome map

We felt we couldn’t fully understand the potential of the tyre on the road, and so, to test the tyre’s performance more thoroughly, we booked a track day at Bedford Autodrome.

We chose this circuit for a couple of reasons: it’s quite close to BirotarUK HQ, it has lots of long left handers, several right-lefts and a long straight. The perfect location to test the tyre’s ability and to focus on Pirellis claims:

• The way in which it enables the rider to change direction quickly
• The levels of grip on the entry of a corner 
• Mid corner grip and stability during a lean
• The levels of grip on the exit of a corner
• Straight line acceleration and traction 
• Stability during hard braking after high-speed

The specifics for the track test:

Location: Bedford Autodrome SW Circuit
Bike: Suzuki GSXR 1000 K4 #Bthou
Suspension: Ohlins rear shock, MCT front fork upgrade, set up by Race Engineering
Rider: @Birotar_Max
Circuit length: 2.8 miles
Air temp: 16-21 degrees 
Humidity: 43%

Warm up lap at Bedford Autodrome on the Bthou - BirotarUK

We didn’t use tyre warmers during this test because we wanted to understand how the tyre performs under natural circumstances. During straight line acceleration it’s hard to notice any difference to the way the tyres feel on the road. It’s not until you begin to lean for the entry to a corner that you release how much of the tyre is available. Sidewall grip is available even with relatively cold tyre temperatures but it increases massively as it starts to build up heat. Once we developed confidence in the tyre, we were able to start braking later, accelerating sooner and maintain consistent lean angles throughout the bend.

Playing catch with a S1000R - BirotarUK

After several sessions, we realised that the tyres allowed us to focus more on our lines and enabled us to ‘get in the zone’ and stay in it for longer. The front feels sharp and encourages you to brake harder without worrying about lack of grip. The transition from left to right takes a split second thanks to the profile, meaning the change of direction is effortless. The transfer of weight doesn’t make you feel unsettled because of the sense of agility you get from the tyres. 

At the end of the straight, we glanced down to see a digital reading of 188mph (the highest speed we had ever reached on the #Bthou). You believe that pulling hard on the brakes for the chicane is impossible, or life threatening! Yet, almost in slow motion, the tyres feedback every little detail in the surface. Immediately you have all the information you need to be able to follow the line and power out of the corner, leaving your track buddies behind. 

Throttle pinned, hitting the straight at Bedford Autodrome on the Bthou - BirotarUK

In that instant, you realise that hours and hours of research and development have led to this phenomenal technology. Technology that allows us to defy gravity with two contact patches smaller than the bottom of a pint glass.   

The Bthou on a right hand lean at Bedford Autodrome - BirotarUK

That’s what tyres should be like. Not just a rubber mould, causing anxiety and doubt – they should inspire confidence and enable a rider to push themselves to make progress, improve and enjoy the moments that only a rider and their motorcycle can experience.

GS following the Bthou during a tour in the damp conditions - Photography by Wil Collins

We believe that if you are a spirited rider, with the passion to push yourself and your bike safely on the road and on the track, then the Pirelli Diablo Rosso III should be a top choice on your list for your next set of rubber. Especially, if you have come from a commuter/tourer/city tyre.

So far, we’ve covered over +1000 miles on this set and can report no negative comments at all. We will continue to update this review and report back as we discover their true ability in the wet and colder conditions.  

The Bthou leading the pack on a 30mph road! - Photograph by Wil Collins

One thing that has really impressed us in our research into this tyre is that, beyond technical jargon and sponsorship, Pirelli are inspired to the core by a philosophy. A Philosophy that has become a motto of the Italian tyre company: “We sell what we race, we race what we sell”. This is BIG piece of mind in our opinion. 

So is £240 for set, a cost? Or investment? We say that’s a small price to pay for a phenomenal piece of technology.

Thanks for reading! We hope you enjoyed it.

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GLOSSARY OF TERMS

Pirelli Diablo Rosso III: A motorcycle tyre manufactured by Pirelli

FIM Superbike World Championship: check out www.worldsbk.com/en
Silica: A type of rubber found in tyres that is used to increase grip
Rayon: the metal work that reinforces a tyre's carcass
#Bthou: Birotar Max's Suzuki GSXR 1000 K4
MCT: A motorcycle suspension specialist
Race Engineering: A motorcycle performance specialist

Sources: Rayon http://www.cordenka.com/pdf/CordenkaBeatsTheHeat.pdf
Sources: Silica http://tires.about.com/od/understanding_tires/fl/Silica-Enhanced-Rubber-Compounds-and-You.htm
Sources: DB3 technical info http://www.pirelli.com/tyre/ww/en/news/2015/10/14/diablo-rosso%E2%84%A2-iii-the-new-pirelli-supersport-tyre-which-redefines-the-concept-of-sports-riding-taking-it-to-the-new-level/

Photography, design and videography are ©BirotarUK 2016