BMW G 310 R v Yamaha MT-03 – New Naked Learner Comparison

Later this year the learner market will be joined by two important new models. One will be a naked version of what is in our opinion the best learner sportsbike on the market (the Yamaha R3) to be known as the Yamaha MT-03. The other is the first in a new partnership for BMW by way of the G 310 R which will see the German manufacturer target the entry level market for the first time. Let’s take a look at what each offers and who is likely to reign supreme in learner naked category.

BMW G 310 R v Yamaha MT-03

For this comparison, the MT-03 is somewhat of a known quantity already. Firstly, other than some ergonomic changes it is the same bike as the Yamaha R3 but with different looks. Secondly, the MT-25, which is a smaller capacity version of what western markets will get has already been ridden and reviewed in Indonesia where it went on sale late last year and reports are that it is a very solid machine.

The brand new BMW R 310 G on the other hand is a clean sheet motorcycle in more ways than one. The engine is brand new, it’s a totally new platform and it’s the first motorcycle to come out of the BMW/TVS partnership which sees BMW design the bike while it is manufactured by TVS factories in India.

BMW G 310 R v Yamaha MT-03

Looks wise, the BMW comes across as uninspiring and very generic. With the white, blue and red livery it’s sometimes hard to distinguish it from the Honda CB300F – and Honda are hardly known for their design flair. Comparing the G 310 R to the likes of the Kawasaki Z300, 390 Duke and MT-03 makes it seem even more boring and benign. BMW has played it disappointingly safe with the G 310 R and given that the S 1000 R looks so aggressive and modern, we feel it’s a missed opportunity by the Bavarian brand to make this bike stand out.

The MT-03 takes most of its styling cues from its bigger brother MT-07 and MT-09 bikes which is a good thing. We’ve always found the new MT range of bikes to be quite handsome and they manage to stand out without looking overly aggressive and brash like Kawasaki’s Z range can sometimes be.

BMW G 310 R v Yamaha MT-03

Fit and finish wise we wouldn’t expect there to be too much difference between the two. While BMW would usually go the extra mile with quality of finish, the fact that these bikes are being produced in India will no doubt mean that typical German attention to detail will be lost. Add to that the fact that this bike will have to compete on price – despite its badge – and there’s little doubt that the Yamaha will sit alongside the BMW without any embarrassment.

BMW obviously sees this as a potential issue to customers and were at pains to point out that quality control would be of the highest order in their press release, a snippet of which is below:

TVS Motor Company’s quality management system has been based on Japanese role models for many years. For the G 310 R, this system was extended to include the requirements and standards specific to BMW Motorrad, and within the area of quality management there are interdisciplinary teams from both companies working in close collaboration.

Furthermore, staff were specially selected and trained by TVS for production and assembly. Additional training programs were held for assembly workers together with colleagues from the BMW Motorrad plant in Berlin-Spandau over a period of more than a year prior to the start of serial production. From the very first motorcycle to come off the production line in India, they have also contributed to the high assembly standards and heightened quality awareness. All in all, production of the new BMW G 310 R is subject to the same quality criteria that apply to production at the BMW Motorrad plant in Berlin-Spandau.

This goes on for two whole pages of the press release. Time will tell how the finished product stacks up. The best comparison that can be made is with the KTM 390 Duke and RC 390 – both made in India and probably do suffer slightly in terms of quality compared to the rest of the KTM range produced in Australia. Again however, we’re comparing budget entry level bikes to higher end machines that sometimes cost more than family cars.

BMW G 310 R v Yamaha MT-03

Our major area of concern with the G 310 R is the engine. BMW chose to go with a single cylinder engine while the majority of the competition has moved towards twins, the exception being KTM and Honda (although the latter is expected to shift to two cylinder units in the near future). And while the 390 Duke and RC 390 are great bikes, one of their weaknesses is something many single cylinder powerplants suffer from – vibrations.

Like the KTM’s, the G 310 R will feature a single counterbalancer to help combat these vibrations but generally speaking, they will still be present at higher revs. These become more noticeable at higher rpm which means that on long highway stints, they can become annoying and fatigue inducing. BMW’s track record with vibrations hasn’t been wonderful lately either, with the otherwise brilliant S 1000 XR suffering from sometimes severe vibrations at certain engine speeds.

Power and torque wise, the Yamaha has a fairly large advantage over the German, whereas torque figures are more closely matched.. The MT-03 will put out 30.9 kW (42 hp) @ 10,750 rpm and 29.6 Nm (21.8 lb-ft) @ 9,000 rpm. The G 310 R produces 25 kW (34 hp) at 9,500 rpm and torque of 28 Nm (20.65 lb-ft) @ 7,500, meaning that the BMW will probably be slightly more responsive down low as one would expect from a thumper.

BMW G 310 R v Yamaha MT-03

But does the BMW have a weight advantage to counteract this power deficit? Yes, it does. The MT-03 with a full tank of fuel tips the scales at 168 kg (370 lbs) – and that is including ABS brakes. The G 310 R will come in at 158.5 kilos (350 pounds) – a not insignificant weight saving of almost 10 kilograms considering the small power figures here which therefore amplifies power to weight ratios. That said, some of that difference is due to fuel tank capacity with the MT-03’s 14 litre tank able to take in 3 more litres than the BMW, reducing the weight difference by about 2.5 kilograms.

With braking, the both the G 310 R and MT-03 make do with single 300 mm discs up front, but the G 310 R takes it up a notch with a radially bolted 4-piston caliper compared to with a two-pot caliper on the Yamaha. The BMW also gets steel-braided lines – a rarity at this end of the market.

BMW G 310 R v Yamaha MT-03

Suspension is similarly comparable between the two machines as well, albeit the MT-03 will potentially be marginally more sharp. Both feature 41 mm forks, with the G 310 R’s being inverted. Travel for the BMW is 140 mm up front and 131 mm at the rear, while the Yamaha is slightly shorter at 130 mm front and 125 mm behind. Handling should be fairly comparable with a nearly identical wheelbase (only 6 mm separates the two), although the BMW does get a slightly wider tire of 150/60 compared to the Japanese bike’s 140/70.

Other dimensions are also near identical. Seat height for the G 310 R is 785 mm and 780 mm for the MT-03. Overall length for the Yamaha is 2,090 mm and the BMW comes in slightly shorter at 1988 mm. However, trail on the BMW is marginally more at 102.3 mm as opposed to the MT-03’s 95 mm meaning that on paper at least, the Yamaha will corner slightly more aggressively and that will be assisted by the skinnier rear tire, too.

BMW G 310 R v Yamaha MT-03

On paper, the G 310 R will have a big fight on its hands. It’s down on power, slightly on torque although it does have a weight advantage. It also looks to have better quality anchors up front. The key will be to its handling and comfort. Will it suffer from engine vibrations like the 390 Duke? And what will the quality of its suspension components be like?

There’s also the price. There’s little doubt BMW will price their bike above most of the competition by way of its badge, but that’s a very difficult ask to make of new riders who generally seek value for money as a main determination of their purchase. The G 310 R also doesn’t really appear to try to win on looks either, although beauty is in the eye of the beholder. We’ll find out later this year.

BMW G 310 R v Yamaha MT-03

BMW G 310 RYamaha MT-03
Engine
Engine Type313 cc 4 strong, single cylinder321cc 4 stroke inline twin
Bore And Stroke80 mm x 62 mm68 mm × 44.1 mm
InductionBMS-E2 42mm throttle valven/a
Compression Ratio10.6:111.2 :1
Valve TrainDOHC; four valves per cylinderDOHC; four valves per cylinder
Horsepower25kw (34hp) @ 9,500 rpm30.9 kW (42.0hp) @ 10,750 rpm
Torque28 Nm @ 7,500 rpm29.6 Nm @ 9,000 rpm
Drive Train
TransmissionSix-speedSix-speed
Chassis / Suspension / Brakes
Front Suspension41 mm fork, 140 mm travel41 mm fork, 130 mm travel
Rear Suspension131 mm travel125 mm travel
Front BrakeSingle-disc brake Ø 300 mm, 4 piston caliperSingle-disc brake Ø 298 mm, 2 piston caliper
Rear BrakeSingle-disc brake Ø 240 mm, twin piston caliperSingle-disc brake Ø 220 mm, twin piston caliper
Front Tire110/70 R 17110/70-17M/C
Rear Tire150/60 R 17140/70-17M/C
Dimensions
Rake25.1º25º
Trail102.3 mm95 mm
Wheelbase1,374 mm1,380 mm
Seat Height785 mm780 mm
Wet Weight158.5 kg168 kg
Fuel Capacity11 litres14 litres

Dear Yamaha, Can we Have a New FZ1?

Yamaha has been one of the strongest companies in the motorcycle scene over the past few years, the resurgence beginning with the release of the wonderfully fun MT-09. That was followed by the MT-07 and then the all new R1 which has certainly raised the bar for other brands. There’s just one thing missing that we’d really, really like – a new super naked.

There’s no doubt the Yamaha R1 is a killer machine but it’s sole flaw in many people’s eyes is that it’s a superbike. It’s designed for the track which means it isn’t the most comfortable machine around, especially for those taller in stature. Such an issue is easily rectified with a more casually arranged naked motorcycle.

Some might argue that the MT-09 fits that bill and while it’s a great bike, it is made to a price whereas a headlining super naked would come with all the best components the R1 offers, just in a more upright riding position. The MT-09’s engine is great, but there’s no disputing that the R1’s engine with its cross plane crankshaft has a special place in the motorcycle world..

The current FZ1 model was launched back in 2006 and has had only very minor modifications since then. Its biggest failing is that it still uses the pre-big-bang engine that makes the current generation R1’s so unique among current literbikes. No doubt Yamaha has saved big amounts of money in not updating the bike, but that goes hand in hand with mediocre sales, too. Given the upcoming Euro IV emissions, Yamaha’s hand will likely be forced regardless – either by discontinuing the model or giving it the upgrade it deserves.

Given how popular and hard fought the super naked category has become, it’s highly likely that Yamaha will give the FZ1 some love in the near future. The foundations are there in the new R1 – all that’s needed is some tweaks to the geometry, a retune of the engine to be more focused for street riding and some minimal fairing design and no doubt Yamaha would have a hit on their hands.

Pretty please, Yamaha?

The current FZ1 hasn't had a major update since 2006 and is looking very dated.

The current FZ1 hasn’t had a major update since 2006 and is looking very dated.

Ducati Officially Unveils 2016 Monster 1200 R

As promised, Ducati has taken the covers off the new Monster 1200 R which is the most powerful naked bike Ducati has ever built. Compared to the Monster 1200 S engine, the twin-cylinder “R” version delivers 10% more power and 5.5% more torque. At 160 hp and 97 lb-ft, the Monster 1200 R takes the crown away from Ducati’s discontinued 1098 Streetfighter.

The Monster 1200 R’s Testastretta 11° Dual Spark engine is equipped with a new 2-1-2 exhaust system with 58 mm diameter pipes and redesigned twin silencers. Although their routing has not been changed, the exhaust pipes have a new cross-section with a diameter that’s been increased by 8 mm to boost engine efficiency which now breathes better thanks to a new throttle body. The original round design with 53mmdiameter bodies featured on the Monster 1200 has been replaced in the new version by a larger, oval section design with a 56mm equivalent diameter. A lower-height cylinder seal has made it possible to increase the compression ratio from 12.5:1 to 13:1, improving combustion efficiency.

It’s not all about horsepower however. The Monster 1200 R pretty much gets the best of everything possible including upgraded Öhlins suspension, Öhlins steering damper, a newly styled tail, forged wheels and various bits of carbon fibre. That reduces wet weight down to 207 kg from the standard Monster 1200’s 209kg.

The high-tech suspension system features new, fully adjustable dia. 48 mm titanium nitride-coated Öhlins forks with black-anodised bottoms and bodies and a fully adjustable Öhlins rear shock. Operating through a progressive linkage, the rear suspension attaches directly from the rear vertical cylinder to the die-cast aluminium single-sided swingarm at the opposite end. The Öhlins suspension package is completed by the adjustable steering damper that controls handlebar movement under heavy acceleration and enhances the sports inspiration of the instrument panel view.

The appearance of the bike is changed slightly, with the revised tail section creating an increased gap between the tyre and seat assembly, making the rear look more streamlined, further enhanced by the new design of the high-mounted aluminium plate holder, fully exposing the 200/55 rear tyre; both the rear and the front tyres are mounted on 3-spoke, Panigale R-inspired forged wheels.

The Monster 1200 R is also equipped with the Ducati Safety Pack including the ABS and Ducati Traction Control systems to enhance vehicle performance, optimise control and improve overall riding safety and also provides three riding modes – sport, touring and urban.

No word on pricing yet but expect a decent premium over the current top of the range Monster 1200 S Stripe.

 

Ducati Set to Release Their Most Powerful Naked Model Yet, the 2016 Ducati Monster R

A few months ago there were rumblings about what Ducati had in store with most thinking a heavily upgraded Ducati Streetfighter was on its way. Those rumours were in the right direction as it is a naked that’s being released, albeit an upgraded version of the Ducati Monster 1200 in ‘R’ trim.

The Ducati Monster 1200 R is the first bike to be announced for Ducati’s 2016 range and according to the Italian manufacturer it will be the most powerful naked motorcycle they’ve ever released. How much more powerful? That will be known next Monday when Ducati provides a full press release on the bike. All we have at the moment is the teaser picture below.

The current top of the range Monster is the 1200 S Stripe which produces 106.6 kW (145 hp) @ 8,750 rpm and 124.5 Nm (91.8 lb-ft) @ 7,250 rpm (the standard Monster 1200 produces 99.3 kW and 118 Nm). Any noteworthy increase in power from the upcoming Monster 1200 R would make it more powerful than the Ducati 899 Panigale. The Monster S Stripe also gets fully adjustable Ohlins suspension and top of the line Brembo brakes which we imagine would carry across to this new halo model.

Ducati Set to Release Their Most Powerful Naked Model Yet

 

Benelli Releasing Five Brand New Bikes in 2016

Benelli has made its presence known in the UK and Australia and has announced plans to return to the US market by the end of this year. But from reports leaked today, it’s just the beginning. Benelli is apparently planning on releasing five brand new motorcycles next year, three of which will feature brand new engine platforms.

A report from Autocar India (where Benelli is also aggressively expanding) explains that Chinese owned company is looking at releasing the following five machines in 2016 (or earlier):

  • Entry level sportsbike based on the BN 302
  • Entry level adventure bike based on the BN 302
  • An adventure bike based on an all new 500cc twin-cylinder engine
  • Two motorcycles, one naked, one sportsbike and based on a brand new 750cc twin-cylinder engine platform

It’s not a hard stretch to imagine Benelli is already well underway on bringing out an entry level sports bike, especially given the early positive reception of the BN 302. We’d absolutely love to see an entry level adventure styled bike – a niche that is yet to be filled by any of the major motorcycle manufacturers (we’re still holding out hope for a Honda CB300X).

The choice of a 500 cc twin-cylinder adventure bike has peaked out interest. Given that Benelli produces the BN 600GT which is a adventure/touring machine, we hope this upcoming bike is a truly off-road capable motorcycle. If so, it could prove extremely successful in that engine configuration.

Perhaps even more intriguing is the report of a 750cc twin which would finally give Suzuki’s GSX-R750 range some company, albeit with two less cylinders. If these and the other motorcycles come to fruition, we’ll applaud Benelli for trying to expand into uncharted territories that so many other manufactures are afraid to enter.

Benelli BN 600GT Now Available

Source: Autocar India

TVS Confirms The ‘K03’ BMW Naked Will Be Released This Year

Motorcycle manufacturer TVS published a press release earlier this week in relation to its sales for April. But of more interest is official confirmation from them that the first of many motorcycles that TVS is developing in conjunction with BMW Motorrad will be released this year. That bike is currently code-named the K03 and will see BMW Motorrad be the first of the ‘premium’ motorcycle manufacturers to dip their feet into the low capacity market.

The agreement between BMW and TVS began in 2013 and was entered into to help BMW develop smaller capacity machines for the western market and TVS to make larger capacity machines for their markets. It is expected that the partnership will result in number of motorcycles up to 500cc in capacity.

The K03 will be a single cylinder, 300cc water cooled machine and that styling will be based on the TVS Draken which was shown at last years’ Delhi Auto Expo. As is the way in recent times, it’s expected that BMW and TVS will also release a fully faired sportsbike and GS inspired ‘adventure’ version of the K03 as well.

All bikes in the collaboration will be manufactured by TVS and sold as TVS machines in their local markets, but as BMW Motorrad bikes in western markets. Excpect the official unveiling to take place at the Intermot show later this year.

TVS Confirms The K03 BMW Sportsbike Will Be Released This Year

Honda CB300F vs Kawasaki Z300 vs KTM Duke 390 – Beginner Naked Bike Comparison

Didn’t you hear? Naked bikes are the new sportsbikes. Well, not exactly but the demand for naked bikes that offer virtually the same performance levels as their faired brethren has rocketed in recent years, so much so that many of the major bike manufacturers have begun offering naked entry level machines. After recent testing, we’re going to take a look at whether out of the Honda CB300F, Kawasaki Z300 or KTM Duke 390 there’s a clear winner, or if each offer something different for a new rider.

Appearance

Let’s get the most subjective measure out of the way. The Duke 390 is probably the most polarizing of all three bikes based on its orange and black paint scheme alone. This is no shrinking violet – the Duke (like so many KTMs) screams “Look at me!” The bright orange frame and wheels are certainly recognizable, but otherwise it’s a fairly standard looking naked.

KTM also seems to pay attention to the smaller details including the design of the swingarm, engine covers and underside exhaust which all demonstrate that this is a quality machine and not a cheap runabout.

At the other end of the scale, Honda’s CB300F is certainly the most conservative, a typical Honda trait. It’s by no means ugly, in fact it looks quite handsome but it certainly isn’t anything special to look at. Honda has also appeared to save on costs by using a lot of black plastics on the bike, most notably on the half fairing at the front of the bike and the belly pan. It just seems a little bit underwhelming.

The Kawasaki however seems to straddle the line perfectly between classy and ostentatious. Its design isn’t restrained but it still looks attractive, with lots of angular and muscular lines really drawing your eye across the bike. The styling takes cues from its bigger naked brothers, the Z800 and Z1000 but we think the baby Z nails the look. Colors available on the bike also look great, especially the matte grey. In fact, out of the three bikes here, we say that the Kawasaki looked a great deal more expensive than the Honda and KTM just by the way it’s put together and finished off.

Comfort and Ride

None of the three bikes here are overly deficient in how they ride which is a credit to the three brands at this end of the price scale. You won’t get razor sharp superbike handling but given the price range we’re playing in, they all do an admiral job at carving through corners.

The Z300 has the most aggressive seating position of the three bikes, you sit further back and lean forward more than the other two. It’s all relative though – it feels very casual compared to say a Triumph Daytona 675 and you certainly won’t get a sore back from the ergonomics.

The suspension on the little Kawasaki is fairly good, though definitely dialed towards the firm side but the damping is spot on. So while the slightly more aggressive seating position creates a small sacrifice when it comes to weaving through traffic, it comes ahead on the ledger when tacking the corners.

The Honda is definitely tuned to a softer setting than the Kawasaki. It makes for a more pleasant ride on poor surfaces but it’s not as sharp. The seating position is more upright and relaxed as well, with slightly more legroom available too thanks to the pegs being slightly lower than that of the Z300’s. Trail and rake is 98 mm/25.3° compared to 82 mm/26° for the Z300 and it’s definitely apparent.

The Duke is a whole other story, though. You sit upright like the CB300F but much further forward – you get a feeling of sitting over the bike rather than on it. Riders of dirt bikes and motards will feel right at home while newer riders may be a little intimidated about how much you sit over the bars.

But if you can get your head around it, it’s a thoroughly rewarding experience. You feel in command while going through both traffic and canyons on the 390 Duke. It almost demands to be pushed through corners at silly speeds. I’d put forward an argument that the Z300 would be potentially more capable in the the corners, but the 390 Duke just feels that more willing.

Braking

Of the three bikes, only the 390 Duke comes with ABS as standard worldwide. Certain markets offer both the Z300 and CB300F with or without ABS which we have a strong dislike of. This is an entry level bike for learners – let’s ensure they have the best safety and get ABS as standard.

The Kawasaki has the smallest brakes of all three bikes, with a 290 mm single front disc compared to the 296 mm of the Honda and 300 mm of the 390 Duke’s. That said, the Z300 provides more bite and feedback than the CB300F by quite a margin and surprisingly so. On paper there shouldn’t be much between them, but the brakes on the little Honda just feel squishy and lacking in power.

I’d argue that even compared to the 390 Duke, the Z300 provides better feedback and it feels like it grips the disk better. In testing though, the Duke definitely comes to a complete stop quicker thanks to its four piston caliper as opposed to the two on the Kawasaki – but it does so in a less confidence inspiring manner. At the rear of the bike, the Z300 maintains a 2 caliper arrangement while both the KTM and Honda make do with 1, though you’d struggle to tell the difference.

Power

Looking at the specifications, you could probably guess that the order from best to worst when it comes to speed is the 390 Duke followed by the Z300 with the CB300F taking up the rear. And you’d be right, but the difference between the Duke and the Z300 is actually a lot closer than you’d think.

In fact, it almost comes down to personal preference.  There’s no denying the KTM 390 Duke will go from stop to go quicker than the Kawasaki in a straight line. It’s 373cc single produces 43.5 hp (32 kW) @ 9500 rpm and 35.3 Nm  @ 7000 rpm while weighing 154 kg wet. The Z300 and it’s 296 cc parallel twin makes 38 hp (28.3 kW) @ 11,000 rpm and 26.9 Nm @ 10,000 rpm while mated to a bike that tips the scales at 168 kg with all liquids. There’s a clear performance advantage to the KTM.

But because the KTM employs a single and the Kawasaki a parallel twin, it becomes a closer story in real life than on paper. Riding the Kawasaki, you’ll definitely hit the power band quicker and more easily than the KTM which really only gets going once you clock up about 6,000 rpm. It means that you’ll be downshifting far more on the Duke, trying to keep power delivery up while the Kawasaki is happy to stay in gear more often.

That parallel twin is also much nicer to live with – vibration from the engine is less than that of the Duke. My hands got sore from vibrations after only 30 minutes with the 390 Duke – and that wasn’t even at overly high speeds. That said, the Z300 isn’t as smooth as I would have guessed and in fact, the Honda with its single is probably the best of the bunch when it comes to vibrations.

But that’s probably largely in part to the engine not doing as much. While it weighs 10 kg less than the Z300, it’s just too far down on power to compete with it or the 390 Duke. The 286 cc single manages to produce only 30.4 hp (22.7 kW) @ 8 500 rpm, albeit with a respectable amount of torque 27 Nm @ 7 250 rpm. That means the Honda is willing if not always able.

Equipment

At this end of the price spectrum, there’s little difference between the three machines. All offer only preload adjustment on the rear shock and the most sophisticated piece of technology shared between them are ABS brakes.

The dash on the Duke 390 is fully digital and provides by far and away the most information including even a gear shift light. But it’s awfully difficult to read and I much prefer the mixture of analogue and digital displays as used by both Honda and Kawasaki.

One big card the Z300 can play is the inclusion of a slipper clutch. This is usually only offered as standard on higher end superbikes so to be included at this price point is a big deal. It’s definitely something that comes in handy at the track and in the mountains and is a welcome feature. It was recently announced the the 390 Duke will also be fitted with a slipper clutch this year bat as things currently sit, the Z300 takes the lead here.

While not really a piece of equipment, the Z300 has the largest fuel tank by quite some measure – 17 liters (3.6 gal) compared to the CB300F’s 13 liter tank and the Duke’s 11 liters – which gives some indication as to why the Kawasaki weighs the most of the three (and the KTM the least).

Overall

From a performance perspective, the fight really is only between the Kawasaki Z300 and the KTM 390 Duke. But given this is an article on naked machines and not sportsbikes, perhaps that’s not a completely fair way to make a decision.

The Honda is no doubt the most placid machine to ride as a daily and we don’t mean that in a negative way. Despite being down on power and handling, it’s the most comfortable of the three to ride and still manages to be enjoyable when pushed hard. It’s most at home in surburbia as opposed to twisty roads though so it depends on where you itnend to spend the most time riding.

The 390 Duke is almost the polar opposite to the Honda. It’s quick (for it’s capacity), it demands to be ridden fast and feels more motard than entry level machine. But for that, you do sacrifice comfort and practicality and as stated at the beginning, it’s aesthetic appeal is definitely debatable.

The Z300 however manages to stay close to the 390 Duke when it comes to both straight line speed and cornering, but without sacrificing too much in the way of comfort or practicality. It’s also (in our view) the best looking of the three tested her and we feel that from a long term perspective it is the machine that most riders would be satisfied with.

 

Honda CB300FKawasaki Z300KTM 390 Duke
Engine
Engine Type286cc 4 stroke, single-cylinder296cc 4 stroke, parallel twin373 cc 4 stroke, single cylinder
Bore And Stroke76mm x 63mm62mm x 49 mm89 x 60 mm
InductionPGM-Fi, 38mm throttle body32 mm x 2 keihin with dual throttle valveBosch EFI (throttle body 46 mm)
Compression Ratio10.7:110.6:112.6:1
Valve TrainDOHC; four valves per cylinderDOHC, 8 valvesDOHC, 4 Valves
Horsepower30.50 hp @ 8,500 rpm38.89 hp @ 11,000 rpm43.5 hp @ 9500 rpm
Torque20 lb ft @ 7,500 rpm19.91 lb ft @ 10,000 rpm26.03 @ 7000 rpm
Drive Train
TransmissionSix-speedSix-speedSix-speed
Chassis / Suspension / Brakes
Front Suspension37mm fork; 4.65 inches travel37 mm telescopic forkWP-USD Ø 43 mm
Rear SuspensionPro-Link single shock with five positions of spring preload adjustability; 4.07 inches travelUni Trak with gas charged shock and 5-way preloadWP-Monoshock
Front BrakeSingle 296mm discType Single 290 mm petal discSingle 300 mm disc 4 piston radial caliper
Rear BrakeSingle 220mm discType Single 220 mm petal discSingle 230 mm disc 1 piston caliper
Front Tire110/70-17 radial110/70-17 M/C 54S110/70 -17
Rear Tire140/70-17 radial140/70-17 M/C 66S150/60-17
Dimensions
Rake25.30 degrees26 degrees25 degrees
Trail98mm (3.9 inches)82 mm / 3.6 in98mm (3.9 inches)
Wheelbase54.3 inches55.31 inches53.8 inches
Seat Height30.7 inches30.9 inches31.4 inches
Wet Weight348 lb383 lb340 lb
Fuel Capacity3.4 gallons4.5 gallons2.9 gallons