#duke 250 modification parts

[wikitopx]

Situated in the Gulf of Morbihan, in the southern part of Brittany, France,

Vannes is undoubtedly the pride of Brittany with its 272 historic monuments, its magnificent old defenses surrounding nearly the whole city, and its picturesque timber houses dating back to the 14th and the 15th-centuries. There are countless reasons to visit Vannes. This is a destination with fascinating history, world-class culture, exceptional natural beauty, and wonderful people. Let’s check the ideal locations to visit in Vannes, which has a population of 54,020:

1. Ramparts de Vannes

The medieval old town has preserved its architectural richness, including beautiful 13th-century ramparts. Roaming around the well-preserved medieval streets of Vannes is indeed a feast for the eyes. Dating back to the 1st-century, the Romans built this town. After many expansions and modifications over the centuries, the government decided to protect this site in 1911. Today, Vannes Ramparts have a very strong impact on the city of Vannes since they are the remnant fortifications in Brittany.

2. The Ramparts Garden – Châteaubriant Castle

After the Vannes Ramparts, you can make your way to the Ramparts Garden – Châteaubriant Castle. Tourists will be awed by these ancestral gardens which embed the three towers, Connétable Tower, Poudrière Tower and Joliette Tower. These towers were built all in a charming formal parterre with geometric yards, flowerbeds, and exact topiaries.

3. Saint-Vincent Gate

Another great stop is Saint-Vincent Gate. The main southern access to the walled city, it is through this entryway. The reason it has a less medieval look than the remainder of Vannes’ defenses is because the gap between the walls was created at the end of the 1500s, to permit quick access to the port, which had been reconfigured to approach the city.

4. Castle of the Hermine

Outside the town walls to the East is the beautiful Castle of the Hermine, which was once the home of the Dukes of Brittany from the 13th to the 15th-century. The castle we see now is from the 17th-century, which is a replacement of the older much more formidable castle. It is now an exhibition space with pretty gardens. In May you can take advantage of Vannes’ tradition at the Photo de Mer exhibition, held in the sweet formal gardens on the bank of the Marle.

5. Museum of History and Archeology

Vannes has two museums: the Gaillard Castle and La Cohue. The Gaillard Castle is a 15th-century mansion house and accommodates the museum of archaeology and the town’s history. This museum is a reflection of the city’s rich architecture and history. You’re standing in front of what was the location of the Breton parliament until 1535. Tourists will be awed by the wide selection of vintage treasures. From the prehistoric artifacts recovered from the megaliths near Vannes, jewelry, polished axes and pottery to the Cabinet of the Fathers of the Desert, with 66 wooden panels painted in the 17th-century.

6. La Cohue - Museum of Fine Arts of Vannes

La Cohue, a 13th-century covered market that hosted the Breton Parliament from 1675 to 1689, is now a museum of fine arts. The oldest portion of the building is from the 12th-century, and for a considerable length of time, the ground floor was Vannes’ marketplace. There are some charming temporary contemporary art displays on the upper floor and a concise permanent show that exhibits Delacroix and Monet’s works.

7. Vannes Cathedral

Vannes Cathedral or Saint-Pierre Cathedral was built between the 13th and the 18th-centuries. This charming cathedral is well worth a visit. Vannes Cathedral is built from granite with a combination of styles, from Romanesque, Gothic, and Italian Renaissance to Neo-Gothic elements.

  8. Port of Vannes

Sailboats are moored for almost the whole length of the port, and there are a couple to pay special mind to: Le Corbeau des Mers, a lobster-catching loop from 1931, and Les Trois Frères, an uncommon fishing vessel built in 1941 and called Sinagot, the remnant of its kind.

    9. Gulf of Morbihan

Looking for a new vacation destination? The Gulf of Morbihan, where there’s an archipelago of 42 islands, is one of nature’s gifts to mankind. The Parc du Golfe is about a mile (1.6 km) south of the town center and it is here that you can go on boat trips around the Gulf of Morbihan. The Gulf of Morbihan is the ideal destination for beach lovers. It offers a grandiose view of the sea, with its crystal clear waters and welcoming ambiance. Also, it is perfect for bike rides and treks to island-hopping cruises.

10. Vannes Aquarium

Vannes Aquarium is a few minutes southwest of the walled city. It has a huge collection of tropical fish, seahorse, and cuttlefish. Strangely enough, you can watch Eleanore, a Nile crocodile which was captured in Paris sewers in 1984. She is more than three meters (10 foot) long and weighs 250 kilos (551 lb.).

Read also: Top 10 things to do in Positano

From : https://wikitopx.com/orther/top-10-things-to-do-in-vannes-france-708007.html

[autohubindia-blog]

KTM Duke 200 Street X2 motorcycle body kit from Autologue Design is affordable STYLE!

New Post has been published on https://www.autohubindia.com/ktm-duke-200-street-x2-motorcycle-body-kit-from-autologue-design-is-affordable-style/

KTM Duke 200 Street X2 motorcycle body kit from Autologue Design is affordable STYLE!

While KTM updated the 390 Duke thoroughly last year, the 200 Duke did not receive any extraordinary changes. The bike still looks similar to the previous model and is the most affordable KTM in India, people would have loved to see some new changes on the bike. Autologue design, a Pune based modification house has launched a new kit for the bike that transforms its looks completely.

What are the changes?

Autologue offers Street-X2 kit, which is priced at Rs. 12,946. The kit can be installed at home and Autologue claims that the buyers can do it in 20 minutes flat. The kit includes 390 Duke inspired parts that lift up the look of the 200 Duke.

The changes include new muscular tank extensions, a new belly pan and bigger radiator protector. At the rear, a new tail panel can be installed to match the whole kit. Autologue is also offering tail tody, tyre hugger, seat cowl at an additional cost.

Autologue says that the colour of the panels can be chosen by the existing customers to match their bikes. The panels can be custom painted to match the existing bike’s colour. As all the panels are bolt-on and can be removed when required, it will not void any warranty and also will not bring down the resale value of the bike.

There is also an option to upgrade the headlamp unit to 250 Duke’s unit. That headlamp unit of 250 Duke looks exactly similar to the 390 Duke minus the full LED set-up. The design house says that it will be available soon and only 5-10 pieces of the kit will be available.

The panels are also available individually. Prices are different if a customer chooses to buy separate panels. Tank Shrouds – Rs. 5,999, Engine Belly – Rs. 4,500 and Tail panel – Rs. 4,500. The kits will be shipped to the customer directly with instructions on how to fit them perfectly.

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[totallymotorbikes]

How to Build a 2016 KTM 690 Duke Adventure Published in: Bikes Having the best of both worlds—that was the goal for building the 2016 KTM 690 Adventure and it started with a new KTM 690 Duke. It’s much lighter and has a lot more power than the other 650s in its class. Of course you could buy a 2016 KTM 690 Enduro, but the Enduro is just not as friendly at freeway speeds. Footpeg and handlebar vibration are annoying on the highway, and it has a much taller seat. The 2016 KTM 690 Duke feels smooth—much better than everything else in the 650cc to 700cc single cylinder family. The only drawback is the 690 Duke’s inability to handle dirt, which can be remedied by the addition of a 19-inch front wheel for more dirt pattern tire choices—not to tackle the sands of Dakar or scale the peaks of Colorado on rocky jeep roads, but to enjoy some exploring the secondary graded dirt roads you won’t have to bypass. With these modifications, the 690 Adventure Duke becomes more usable as a sport bike that’s somewhat dirt-road capable, but is still top of its class on a twisty section of hardtop. Kind of like an “Austrian Army Knife,” a real hooligan with hiking boots and a backpack ready to go just about anywhere. Adapting a 19-inch Spoked Front Wheel The change to the 19-inch from a 17-inch wheel will not have any noticeable effect on turn-in or steering effort as the Adventure Duke carves the canyons just as well with either size front. It does, however, change the ride height slightly. The KTM 690 Enduro front hub goes right on the 690 Duke. The front axle fits but you’ll have to machine spacers to align the Enduro hub to the Duke fork width. Use an Excel 2.15 x 19 black rim and Dubya 19-inch spokes. Move the front fender up by replacing the stock one with the 2008 KTM SMR high fender. To do this, fabricate an aluminum plate to attach the fender and mount the plate to the two studs coming out of the lower fork clamp that holds the headlight at a right angle. Use an 8mm bolt through a handlebar-end hand-guard expansion sleeve, and insert it into the center hole of the fork clamp T-stem. The expansion sleeve just fits up into the tee stem hole and holds the aluminum fender bracket in place in a three-point mount. The brake caliper from the 690 Duke aligns with the 690 Enduro 320mm disc. Use the Duke front brake disc size of 320mm with the 690 Enduro hub bolt pattern. Galfer makes a 320mm front brake disc for the KTM 690 Enduro front hub. Get the ABS sensor from the 690 Enduro (the 690 Duke disc and sensor will not fit the 690 Enduro spoke wheel front hub due to a different brake rotor mount bolt pattern). Mount the tire of your choice. There are many 19-inch front tire choices that work well on pavement and dirt. The tire choice will affect traction, so don’t play racer on the pavement with an adventure tread front without feeling the traction limits first. The Shinko Adventure Trail E804 works well on both dirt and street. Much better than the squirmy feel of the OEM 21-inch fronts found on most adventure bikes. For more of an adventure bike look and some hand protection on cold days, add the KTM 1190 Adventure handguards. The bar end mirrors from Rocky Mountain ATV/MC attach to the handguards with a couple of short spacers and some 8mm button head cap screws. The handlebars are from Rocky Mountain ATV/MC—Tusk FatBars in black with an ATV high bend. The GPS AMP Rugged Mount for the Garmin Montana 600 goes on a 1-inch ball stud at the handlebar clamp. The 12v power for the GPS is from the Duke OEM wire harness behind the headlight mask. A 12v red and black female connector is wired into the harness for grip warmers or a 12v outlet. It works off the ignition key, so the GPS only works on bike voltage when the key is on. Add a 1-inch ABS plastic spacer with an 8mm countersunk head bolt to the bottom of the OEM side stand. Make the side stand’s pad diameter about two inches for better stability when parking on a dirt surface. Attach the new extension to the base of the side stand by tapping an 8mm hole for the counter sunk bolt. The footpegs are from IMS—they’re longer and with teeth to hold your feet in place. The new Rally Pegs from a Kawasaki KLR 650 bolt right on and use 8mm through bolts in place of the OEM pins. The windshield is from a Kawasaki KLR650. It’s two inches higher and offered as an accessory from Kawasaki. Just trim about two inches off the bottom where the black is and add a couple of mount tabs riveted to the OEM Duke headlight mask. Luggage for a day trip or a longer journey includes a tail bag from Saddlemen, and DirtBagz side bags from DBZ Products. The DirtBagz are the “Scout” model size and hold enough for a week’s trip if you pack light. The Dirtbagz include custom-built attachment mounting rails that bolt right on. Adapting a 17-inch Spoke Rear Wheel from a 690 Enduro Special note: If you feel that spoking up wheels is a little beyond your skill level, take your wheel components to a shop with wheel building experience. The extra cost is sometimes worth it. The 17-inch rear wheel size is recommended to keep the seat height as close to stock at 32 inches as possible. (An 18-inch rear, like what comes on the KTM 690 Enduro, will fit right on, but raises the seat height a little.) Use 17-inch rear spokes from Dubya with an Excel 4.25 x 17 black rim. Make sure to keep the same offset from the Duke cast wheel when spoking up the 690 Enduro hub to the 4.25 Excel rim. You will have to use the 690 Enduro rear disc. The Duke rear disc is the same diameter, but a different bolt pattern. The rear hub is a cush drive from a KTM 690 Enduro. The 40T rear sprocket from the Duke is interchangeable. Rear tire choice is the same as the front. A 130/80-17 Shinko Adventure Trail E805 from Rocky Mountain works as well on the pavement as it does on graded dirt roads. The skid plate “Under-Engine Protector” is from a KTM 690 Enduro. It keeps the rock chips from dulling the front of the engine and looks good. Attach with a couple of fabricated tabs to the front engine mount bolt and with a turned-up aluminum plate riveted to the rear of the ABS skid plate. The aluminum plate is bent so it slips over the rear cross brace between the frame rails and it makes removal easy to change the oil. To add the skid plate, you’ll have to remove the center muffler. Keeping the stock rear muffler in place will give a slightly louder note, but not too noisy. Or you can keep the stock OEM exhaust and center muffler in place. It just looks clunky with that big snow shovel shape under the engine. And the stock rear muffler location will interfere with the lower part of the right side DirtBagz. If you do remove the center muffler you’ll have to fabricate a pipe from the stock header below the oxygen sensor that attaches to the header pipe. This will require a good fabricator and TIG welder to make it look professional. Parts and Accessories Wheels Dubya USA DubyaUSA.com Excel front rim, black 2.15 X 19 $190.23 Excel rear rim, black 4.25 X 17 $367.43 Spoke set with nipples (2) $99.95 Galfer disc, front $220.00 Galfer disc, rear $112.00 KTM 690 Enduro OEM Parts 3 Brothers KTM 3BrosKTM.com Front hub $278.29 Front ABS sensor $24.69 KTM 2008 SMR 690 front fender $29.99 KTM 1190 Adventure handguards $64.99 Rear hub $279.39 Rear hub coupler w/damper rubbers $216.63 Rear ABS sensor $24.69 KTM 690 Enduro skid plate $40.89 Tires/Parts Rocky Mountain ATV/MC RockyMountainATVMC.com Shinko Adventure Trail E804 100/90-19 front $72.00 Shinko Adventure Trail E805 130/80-17 rear $89.88 2002 Kawasaki KX125 fork guards $25.88 Kawasaki KLR 650 tall windshield $74.95 Tusk FatBar ATV high handlebars $39.99 Tusk bar end mirrors (ea.) $19.99 Garmin AMP Rugged Mount GPS mount $56.92 IMS Rally No. 333116 foot pegs $199.00 Saddlemen tail bag $95.00 DBZ Products (DBZProducts.com) rear side bags $225.99 Other Specifications Wet weight: 330 lbs. Seat height: 32 inches MSRP for a 2016 KTM 690 Duke: ~$8,900 Range: 200–250 miles per tank (with an extra gallon carried in tail bag) | 55–65 MPG Freeway and back roads Cruises at: 75–80 mph with very little vibration. Mirrors: Much easier to see out of. {gallery}ARTICLES/Bikes/KTM-690-Adventure-Build/Gallery{/gallery} http://ift.tt/2kMgcoK

[usamotorscycle-blog]

Church Of MO – First Ride: 2001 Suzuki GSX-R1000

In a few day’s time you’ll get to read all about the brand new 2017 Suzuki GSX-R1000, Suzuki’s most advanced GSX-R to date. Penning the story will be none other than MO‘s E-i-C Kevin Duke, who did his best to tame the beast around one of the most loved racetracks in the world: Phillip Island in Australia. But before we talk about the new bike, let’s go back to the GSX-R1000’s roots; 2000 in this case. For this week’s Church feature we’re bringing you the First Ride review of the 2001 Suzuki GSX-R1000 – Suzuki’s answer to the liter-class sportbike wars started by Yamaha’s YZF-R1 a couple years prior.    First Ride: 2001 Suzuki GSX-R1000 Exquisite Agony By Motorcycle Online Staff Mar. 20, 2000 Atlanta, Georgia, December 11, 2000 — Note to Yoshimura and other like-minded tuners: This is one bike that does not need any help. Even fitting the most effective and efficient exhaust system would be like attaching a bottle rocket to an ICBM. What’s the point?

There is, of course, no rational reason for the GSXR1000 — it’s purpose is all about adrenaline spikes, filling that need for speed, and finally making sportbike junkies the world over believe that fast enough really is fast enough. Based on the incredibly competent and compact GSX-R750, this newest open class contender has raised the bar for power output from a given displacement and then wrapped it up in a chassis that will make real racers smile. The stock Bridgestone tires worked well, able to put the nearly 150 rear wheel horsepower to the ground. But because of the prodigious power this 988cc motor produces, the rear tire — no matter what you choose to fit — will always be in a state of exquisite agony.When we found out that the worldwide press introduction would be taking place at Georgia’s excellent Road Atlanta facility, we were a bit worried. We had just finished up the GSX-R600 intro there only a few weeks prior. So we had an idea of the things that were to come after hearing rumors and leaks about just how un-godly this new Suzuki would be. The last vision we had before drifting off to sleep before the intro was that of sliding down the hill towards the wall at the bottom of turn eleven, after being jettisoned off the big bike coming over the rise that is turn eleven and used to be at the end of the infamous Gravity Cavity.

On the GSX-R600, we were quite impressed with that bike’s ability to rail through turn nine, an ultra-fast right hander that bends over a rise, in excess of a buck-fifty and some change. The new thousand, however, accomplishes the feat a fair bit quicker. How much? How about routinely seeing a numeral one, followed by a numeral eight, followed by other numbers that flashed about too rapidly to make any really precise calculation of terminal (good word choice, there) velocity possible before having to squeeze on the binders.Sure, high speeds are great, but there’s a few things to remember here in regards to the way the new thousand handled itself. Namely, that turn nine was taken in the top of fifth gear, so there was still one more gear to pull. Also, this newest Gixxer was able to crest the rise, on the throttle, over the bumps, with less fanfare than the 600 was able to muster at substantially lower speeds. The chassis on this new GSX-R1000 is based on the GSX-R750, one of our favorites for the past year. Stiffening up the outer walls of the main frame by 0.5 mm was the only thing the Suzuki engineers felt was needed to contain significantly more power lurking between the aluminum (pronounced, al-you-min-e-um , according to the Brits present) spars. Of the differences between the bikes, our favorite bit has to be the titanium nitride coated fork stanchions. Not only do the forks work well, but they look cool, too.

We were treated to two days of riding with the first being dry and chilly, the second, miserably wet and cold except for the last session of the day which was only damp off-line, yet almost unbearably cold. And we continue to wonder why people want our jobs…It would come as no surprise to anybody that the current open class benchmark, Yamaha’s YZF-R1, is the target Suzuki’s engineers were gunning for. With what has been — until now, anyway — the sharpest overall package ever produced in extra-strength, take-home variety, that was a lofty goal indeed. It’s a goal that even Honda had a bit of a fit trying to eclipse with their latest Fireblade iteration, the CBR929RR. Now, with the GSX-R600, it was possible to ride with a very 250-esque style. Lots of lean angle, high corner speeds and big handfuls of throttle on the way out, sometimes even on the way in. You try that with that bike’s big brother and you’ll find your bike in the gravel pit… if you can find it at all. With this much power underfoot, you need to be delicate with throttle application. Whacking things about is a very bad idea.

Bending into a corner as you trail off the excellent Tokiko six-piston calipers grabbing each rotor, the bike bends in with the sort of alacrity usually reserved for bikes 400cc’s its junior. Specs that say how closely this bike resembles its 750 and 600 brothers only mean so much, and we remain skeptical until track time turns intangibles into sweat stains and, um, other stains, too. While this bike does feel similar to its smaller siblings, there is no hiding the added weight and reciprocating mass. Quick side-to-side flicks make the pounds apparent, but this bike is so far ahead of it’s now aged predecessor, a comparison in that direction isn’t adequate, hence all these 750 references. Once turned-in to a particular corner, like number five — a downhill right-hander with an 18-inch good line through the apex to avoid the majority of the bumps — this chassis telegraphs an amazing amount of feedback to the rider. And the chassis responds just as sharply to every input a rider makes to adjust or correct his position at any given moment. Through the middle of the corners, it was easy to load the front end, even with the throttle cracked and rail out just as if you were on a far more diminutive bike. Front-to-rear balance was good, as was a rider’s ability to tailor handling characteristics to suit a given situation or riding style. But as soon as the corner ended and we were able to open the throttle slides, there was no mistaking this for anything but an open-bike with class-leading power. Because, when you’re dealing with horsepower numbers that reside well into the triple digits, its important to exercise some high degree of throttle control on corner exits. Fast guys like 500GP World Champion, Kevin Schwantz, were able to set their exit line out of the corner using a healthy dose of throttle, albeit applied smoothly. Up out of turn one, heading up the hill, big darkies were laid down even with the front wheel in the air. Power is nothing without good control, and this bike has got it in spades, no doubt.

How does one go about turning a “standard” superbike into an open bike? If you’re Suzuki, you simply take a GSX-R750, stiffen chassis, increase engine displacement and shake. The resulting intoxicating concoction is the GSX-R1000. In fact externally they are very similar. Sporting identical wheelbase, footpeg, handlebar and seat locations, and rake and trail angles, riders of the 750 can easily adapt to the 1000. Except, of course, for the new engine. If you were to compare the engines from the GSX-R750 and the 1000, you’d notice some differences. Notably, the fact that its 15 millimeters taller and 6 millimeters longer while the width remains identical. The new engine sports a larger crankcase to support the larger bore and stroke. Other differences include a larger clutch, wider transmission gears and larger crank journals. Some completely new parts in the engine include an air-cooled oil-radiator and a compact counter-balancer mounted in front of the crankshaft. Further modifications include the development of the Suzuki Exhaust Tuning system. This digitally controlled systems uses a servo motor to control a butterfly vale in the exhaust to regulate back pressure. The exhaust flows out of a unique 4-into-2-into-1 system that is constructed of titanium, aluminum and stainless steel. On the inlet side, a secondary throttle valve system is used to keep inlet velocity stable. The valve is controlled by a stepper motor mounted directly to the throttle body. The addition of one more motor mount on the right frame spar and the aforementioned thickening of the main frame rails help keep the engine from twisting about in the chassis. The swingarm, although identical in size, was stiffened through the use of a dual box-section design, whereas the 750 is of single-box construction. Six-piston calipers up front help put a rein on all the new-found power and are lighter than the ’99 GSX-R750’s caliper by 120 grams per unit. 180 grams was also shaved from the rear disc while 60 grams was reduced from the rear brake caliper. Despite these weight reducing measures, the 1000 weighs 10 more pounds than the 750. Much of this weight can be attributed to the use of a wider rim and tire, the aforementioned chassis stiffening measure and in the changes in the engine. Excellent brakes, smooth tranny and good fuel mapping of a motor whose destiny is, it seems, to re-invent the open class just as the first GSX-Rs did back in 1985. Is it better than Yamaha’s R1? Well, it sure feels like there’s more mid-range pull and, perhaps, a good seven more ponies up top. Weight felt similar, but there’s definitely a difference in riding position and the best way to get each bike through a given bend. So, did the Year 2001 GSX-R1000 scare us like we thought it might? Not exactly, though it did make us tremble from time to time. And where open bikes are concerned and big power wheelies and darkies are the name of the game, this latest Suzuki thrills like no other ever has before. Click to Post

[zana-motorcycles]

KTM Duke 250/390 (2019-2022) Accessories, Duke 250/390 Riding Gears and Parts | Zana Motorcycles

Buy KTM Duke 250/390 (2019-2022) Bike Accessories and genuine parts from Zana International. Order crash guard, saddle stay, radiator grill, GPS mount, fluid reservoir cover, rear spools, front fork sliders, top rack riding gears online in India at best price near me.

[zana-motorcycles]

KTM Duke 250/390 (2017-18) Accessories | Duke 2017-2018 Bike Gears | Zana Motorcycles

Buy KTM Duke 250/390 (2017-18) Bike Accessories and Genuine Parts from Zana International. Order Crash Guard, Top Rack, Saddle Stay Riding Gears online in India at best price near me.

[totallymotorbikes]

Church Of MO First Ride: 2001 Suzuki GSX-R1000 In a few day’s time you’ll get to read all about the brand new 2017 Suzuki GSX-R1000, Suzuki’s most advanced GSX-R to date. Penning the story will be none other than MO‘s E-i-C Kevin Duke, who did his best to tame the beast around one of the most loved racetracks in the world: Phillip Island in Australia. But before we talk about the new bike, let’s go back to the GSX-R1000’s roots; 2000 in this case. For this week’s Church feature we’re bringing you the First Ride review of the 2001 Suzuki GSX-R1000 – Suzuki’s answer to the liter-class sportbike wars started by Yamaha’s YZF-R1 a couple years prior. First Ride: 2001 Suzuki GSX-R1000 Exquisite AgonyBy Motorcycle Online Staff Mar. 20, 2000 Atlanta, Georgia, December 11, 2000 — Note to Yoshimura and other like-minded tuners: This is one bike that does not need any help. Even fitting the most effective and efficient exhaust system would be like attaching a bottle rocket to an ICBM. What’s the point? There is, of course, no rational reason for the GSXR1000 — it’s purpose is all about adrenaline spikes, filling that need for speed, and finally making sportbike junkies the world over believe that fast enough really is fast enough. Based on the incredibly competent and compact GSX-R750, this newest open class contender has raised the bar for power output from a given displacement and then wrapped it up in a chassis that will make real racers smile. The stock Bridgestone tires worked well, able to put the nearly 150 rear wheel horsepower to the ground. But because of the prodigious power this 988cc motor produces, the rear tire — no matter what you choose to fit — will always be in a state of exquisite agony.When we found out that the worldwide press introduction would be taking place at Georgia’s excellent Road Atlanta facility, we were a bit worried. We had just finished up the GSX-R600 intro there only a few weeks prior. So we had an idea of the things that were to come after hearing rumors and leaks about just how un-godly this new Suzuki would be. The last vision we had before drifting off to sleep before the intro was that of sliding down the hill towards the wall at the bottom of turn eleven, after being jettisoned off the big bike coming over the rise that is turn eleven and used to be at the end of the infamous Gravity Cavity. On the GSX-R600, we were quite impressed with that bike’s ability to rail through turn nine, an ultra-fast right hander that bends over a rise, in excess of a buck-fifty and some change. The new thousand, however, accomplishes the feat a fair bit quicker. How much? How about routinely seeing a numeral one, followed by a numeral eight, followed by other numbers that flashed about too rapidly to make any really precise calculation of terminal (good word choice, there) velocity possible before having to squeeze on the binders.Sure, high speeds are great, but there’s a few things to remember here in regards to the way the new thousand handled itself. Namely, that turn nine was taken in the top of fifth gear, so there was still one more gear to pull. Also, this newest Gixxer was able to crest the rise, on the throttle, over the bumps, with less fanfare than the 600 was able to muster at substantially lower speeds. The chassis on this new GSX-R1000 is based on the GSX-R750, one of our favorites for the past year. Stiffening up the outer walls of the main frame by 0.5 mm was the only thing the Suzuki engineers felt was needed to contain significantly more power lurking between the aluminum (pronounced, al-you-min-e-um , according to the Brits present) spars. Of the differences between the bikes, our favorite bit has to be the titanium nitride coated fork stanchions. Not only do the forks work well, but they look cool, too. We were treated to two days of riding with the first being dry and chilly, the second, miserably wet and cold except for the last session of the day which was only damp off-line, yet almost unbearably cold. And we continue to wonder why people want our jobs…It would come as no surprise to anybody that the current open class benchmark, Yamaha’s YZF-R1, is the target Suzuki’s engineers were gunning for. With what has been — until now, anyway — the sharpest overall package ever produced in extra-strength, take-home variety, that was a lofty goal indeed. It’s a goal that even Honda had a bit of a fit trying to eclipse with their latest Fireblade iteration, the CBR929RR. Now, with the GSX-R600, it was possible to ride with a very 250-esque style. Lots of lean angle, high corner speeds and big handfuls of throttle on the way out, sometimes even on the way in. You try that with that bike’s big brother and you’ll find your bike in the gravel pit… if you can find it at all. With this much power underfoot, you need to be delicate with throttle application. Whacking things about is a very bad idea. Bending into a corner as you trail off the excellent Tokiko six-piston calipers grabbing each rotor, the bike bends in with the sort of alacrity usually reserved for bikes 400cc’s its junior. Specs that say how closely this bike resembles its 750 and 600 brothers only mean so much, and we remain skeptical until track time turns intangibles into sweat stains and, um, other stains, too. While this bike does feel similar to its smaller siblings, there is no hiding the added weight and reciprocating mass. Quick side-to-side flicks make the pounds apparent, but this bike is so far ahead of it’s now aged predecessor, a comparison in that direction isn’t adequate, hence all these 750 references. Once turned-in to a particular corner, like number five — a downhill right-hander with an 18-inch good line through the apex to avoid the majority of the bumps — this chassis telegraphs an amazing amount of feedback to the rider. And the chassis responds just as sharply to every input a rider makes to adjust or correct his position at any given moment. Through the middle of the corners, it was easy to load the front end, even with the throttle cracked and rail out just as if you were on a far more diminutive bike. Front-to-rear balance was good, as was a rider’s ability to tailor handling characteristics to suit a given situation or riding style. But as soon as the corner ended and we were able to open the throttle slides, there was no mistaking this for anything but an open-bike with class-leading power. Because, when you’re dealing with horsepower numbers that reside well into the triple digits, its important to exercise some high degree of throttle control on corner exits. Fast guys like 500GP World Champion, Kevin Schwantz, were able to set their exit line out of the corner using a healthy dose of throttle, albeit applied smoothly. Up out of turn one, heading up the hill, big darkies were laid down even with the front wheel in the air. Power is nothing without good control, and this bike has got it in spades, no doubt. How does one go about turning a “standard” superbike into an open bike? If you’re Suzuki, you simply take a GSX-R750, stiffen chassis, increase engine displacement and shake. The resulting intoxicating concoction is the GSX-R1000. In fact externally they are very similar. Sporting identical wheelbase, footpeg, handlebar and seat locations, and rake and trail angles, riders of the 750 can easily adapt to the 1000. Except, of course, for the new engine. If you were to compare the engines from the GSX-R750 and the 1000, you’d notice some differences. Notably, the fact that its 15 millimeters taller and 6 millimeters longer while the width remains identical. The new engine sports a larger crankcase to support the larger bore and stroke. Other differences include a larger clutch, wider transmission gears and larger crank journals. Some completely new parts in the engine include an air-cooled oil-radiator and a compact counter-balancer mounted in front of the crankshaft. Further modifications include the development of the Suzuki Exhaust Tuning system. This digitally controlled systems uses a servo motor to control a butterfly vale in the exhaust to regulate back pressure. The exhaust flows out of a unique 4-into-2-into-1 system that is constructed of titanium, aluminum and stainless steel. On the inlet side, a secondary throttle valve system is used to keep inlet velocity stable. The valve is controlled by a stepper motor mounted directly to the throttle body. The addition of one more motor mount on the right frame spar and the aforementioned thickening of the main frame rails help keep the engine from twisting about in the chassis. The swingarm, although identical in size, was stiffened through the use of a dual box-section design, whereas the 750 is of single-box construction. Six-piston calipers up front help put a rein on all the new-found power and are lighter than the ’99 GSX-R750’s caliper by 120 grams per unit. 180 grams was also shaved from the rear disc while 60 grams was reduced from the rear brake caliper. Despite these weight reducing measures, the 1000 weighs 10 more pounds than the 750. Much of this weight can be attributed to the use of a wider rim and tire, the aforementioned chassis stiffening measure and in the changes in the engine. Excellent brakes, smooth tranny and good fuel mapping of a motor whose destiny is, it seems, to re-invent the open class just as the first GSX-Rs did back in 1985. Is it better than Yamaha’s R1? Well, it sure feels like there’s more mid-range pull and, perhaps, a good seven more ponies up top. Weight felt similar, but there’s definitely a difference in riding position and the best way to get each bike through a given bend. So, did the Year 2001 GSX-R1000 scare us like we thought it might? Not exactly, though it did make us tremble from time to time. And where open bikes are concerned and big power wheelies and darkies are the name of the game, this latest Suzuki thrills like no other ever has before. Church Of MO – First Ride: 2001 Suzuki GSX-R1000 appeared first on Motorcycle.com.