YZF-R6 had inspired

Since 2004, Honda has had the learner sports bike market sewn up – the CBR125R flew out of showrooms faster than its larger capacity counterparts. Yamaha’s range had a gap for a 125 sport motorcycle, and the YZF-R125 fills that gap by combining the Honda’s easy-going ride with a little bit more poke and grown up looks – it’s actually slightly bigger than the YZF-R6 that inspired its styling. The Yamaha YZF-R125’s all-new engine has a longer stroke than other 125 motorcycles to give more torque, but it’s still no arm-ripper. Instead, the YZF-R125 gives flexibility two-stroke rivals like the Aprilia RS125 can only dream of. The Yamaha will crawl along at walking pace with the clutch fully engaged, and opening the throttle will give smooth drive right to the redline. It’s good for an indicated 80mph, which will satisfy most riders stepping up from a moped. The Yamaha YZF-R125’s digital dash, Brembo brakes, under-slung GP-style exhaust and a proper sized R6-inspired body is the stuff of wet dreams when you’re 17. The full-size body makes it reasonably comfortable too – the footpegs aren’t too high, the handlebars are mounted on the fork tops so your wrists don’t take a pounding and the seat isn’t massively hard either. The seat is reasonably high though – shorties may be more comfortable on the Honda.

Saffire gets better

BAJAJ AUTO’S pin-up girl the automatic four-stroke , Saffire just got better. The good looker from Bajaj now gets a telescope front fork in place of the original single-sided one a front mudguard and a larger 130mm brake drum on the rear. The superiority of the telescope front fork over conventional scooter suspension systems becomes evident through better control over the entire travel and the improved ride and safety during braking due to the hydraulic damping on rebound. The arrangements also gives the Saffire’s front end a sturdy and robust appearance. The addition of the front mudguard blends well with the new front end. Although only the rear brake drum has been incresed in size a front disc must certainly be on the cards considering that front discs are becoming the norm across the two-wheeler industry. Existing Saffire owners need not worry since the entire update package can be retrofitted to earlier Saffires. Bajaj has promised to subsidise the cost.

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Triumph’s Daytona 675 Triple

The Triumph’s new Daytona 675 Triple could be the most intereting new offering of 2006.  “it’s the epitome of what Triumph should stand for in a sports bike,” its’s also something most experts have been asking for from Triumph prior to the forgettable TT600 debut.  It might have seemed silly in the past to try and compete directly with the might of the big Japanese companies, and for the company it seems equally silly today. Probably a reason that with the three-cylinder 675cc Daytona, Triumph is now not constrained by arbitrary displacement limits and is offering a machine that simply can’t be compared to anything else.  The Triple in the new Daytona shows a modern, clean-sheet design, with internal oil and water pumps for a less busy engine design and appearance. Triumph engineers worked bard to make the power plant as compact as possible.  In terms of power, 675 Triple produces 125PS at 12,500rpm. But the real beauty of this Triple is its torque production. With a claimed 60Nm at just 40000rpm and 72Nm at 11,750rpm, this new Daytona is going to redefine what a middleweight’s power band feels like.

Kawasaki’s Busa beater

Continuing the legacy of the legendary Ninja ZX12-R, is Kawasaki’s new NinjaZX14-R. Powering the bike is a 1352cc ram air, fuel-injected engine, which is also Kawasaki’s most powerful ever. This all new in-line four cylinder unit is an evolution of the engine that has made the Ninja ZX-12R such a joyful experience. Following an over square layout or 84mm bore against 61mm stroke, the units packaged into a purposefully designed compact outline that minimizes engine width. Further, it’s only past 6000rpm when the motor really comes into its on. But having said that, the torque distribution is so marvelous that pulling away is possible at any speed, and in any gear. The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-pus, offering a more direct feel for the rider. The ZX-14’s chassis design too is an advanced version of Kawasaki’s unique aluminum monochrome frame, which is both lightweight and very strong. This sophisticated approach gives the ZX-14 responsive handling and incredible highway stability. Inherently more rigid than twin-spar frames, and with the engine rigid than twin-spar frames,and with the engine rigid-mounted the monocoque’s strength is greatly increased.