Triumph Speed Triple

We are very familiar with the Triumph Speed Triple. Over the years it has been a fixture in our Streetfighter Shootouts and has been one of the most popular naked bikes of all time. In fact, it is the original OEM Streetfighter if you want to get serious about things. Well, Triumph just got a little more serious after going for an in-depth redesign of its iconic model for 2011. 

Starting with the appearance, the Speed Triple retains its aggressive, stubby stance and muscular persona. The sexy single-sided swingarm is back as are the sweet multi-spoke aluminum alloy wheels. The bodywork has been slicked-up a bit with the addition of side cowling that skirt along the trailing edge of the radiators plus a nicely sculpted tank and minimal bodywork that looks like a supersport tail section on the backside. The up-swept dual exhaust caps off the look by allowing that swingarm to be exposed. I don’t know why any OEM that goes through the effort of building such a component would insist on concealing it anyway. Triumph did right here, no doubt. 

You are looking at a trio of more-refined Triumph Speed Triple 1050 motorcycles. The chassis is better, the engine is stronger and it looks like the bad-boy it is. If you cross a rider on one of these in the canyons, you had better beware.

Despite all the improved aesthetics there is one, no two major changes that are sure to polarize opinion among Triumph loyalists: The dual headlamps. Gone are the pair of round bug-eye lamps. They’ve been replaced by more modern looking twin reflector head laps that are slanted and more bellicose in appearance. Triumph wanted to shake things up and give the Speed triple a new attitude and they did it with this simple modification. I personally think they look bad-ass, so I’m all for the change. I know folks will bitch about it but this bike is sick and the headlights really round out the package. Get it? Round out the package…never mind. 

The new Speed Triple 1050 is more than another pretty face. It retains its signature three-cylinder engine and that wicked howl from the twin mufflers. This bike always had a sweet mill but now it’s a bit better. A revised airbox and sump plus new EFI mapping a smaller header and high efficiency radiator combine to churn out an extra five horsepower and a claimed 8% increase in torque. Of course we will need to verify this on our own dyno down the road but for now, Triumph claims that the 2011 Speed Triple 1050 churns out 133 horsepower at 9400 rpm. Torque is supposed to be 82 lb-ft at 7750 rpm. What that means is when it comes time to rip-off some rolling burnouts at bike-night, the Speed Triple will have you covered. Oh, and you want to impress the chicks with the sick low-speed wheelies – yeah, it does those too. 

Our seat of the pants analysis of these figures can only confirm that the new bike hauls-butt. On the street the engine is damn near perfect. It has gobs of mid-range power that comes on strong as you row through the gears. This bike is fast and the symphony from the exhaust makes it even more difficult to resist riding like a jack-ass. One of the biggest

On the street the 2011 Triumph Speed Triple 1050 is one of the most legendary hooligan bikes of all time so you might be surprised to learn that it is very comfortable and easy to over ride long distances. Oh, plus it's really fun too.

limiting factors is that it feels like you’re going to get blown off the bike at triple-digit speeds because of the wind blast. Another thing I noticed is that the transmission doesn’t seem as clunky as it has in years past. It turns out Triumph made an effort to improve shift feel in both the Speed Triple and Daytona 675R, so kudos on that engineering achievement. 

There’s more to this hooligan than smoke clouds and stoppies though, the chassis feels much improved. We spent the first day on the curvy and dirty California Highway 243 between Banning and Mountain Center plus the infamous Highway 74 to Palm Desert. That’s where the Ten-Fiddy tipped its hat and got us thinking that these changes had really paid dividends. We followed that ride with a day at Chuckwalla Valley Raceway and the proof was undeniable. We didn’t get to mob the canyons like we had hoped, so when it came time to drag pegs at the race track it was the real opportunity to see how much better the new chassis was. Well, it is much better. The Speed Triple no longer feels flighty or unstable at track speeds. The front end gives decent feedback and stays planted under hard braking and hard charging, a much needed improvement. 

Even though the 2011 Triumph Speed triple 1050 engine did not receive significant upgrades it now has a chassis to compliment it. That makes it feel faster right there.

You can look at a few key changes in the design that helped turn the Speed Triple into a respectable trackday weapon. The swingarm is three-quarters of an inch longer, 2.2 pounds lighter and the rear wheel is another 3.3 pounds lighter despite being a half-inch wider. This helps put power to the ground and un-sprung weight is never a bad thing. Linkage rates are more linear and the rear shock is much more capable at high speeds than last year’s unit, so after Triumph’s team had the bike dialed in we were ready to sign up for Daytona SportBike and give Jason DiSalvo a run for his money. Hold on. Is this bike legal in DSB? Moving up to the front end, there’s a 43mm Showa fork with rebound and compression damping adjustability now too. 

But it’s the new frame dimensions and front-biased riding position that are likely what pays the biggest dividends. Trail has been increased from 84mm to 90.9mm and rake made slightly more acute from 23.5 to 22.8 degrees, which stabilizes the front end a while still maintaining a sporty rake. The front wheel is just over 3 pounds lighter as well, complementing the chassis changes. The engine is 3mm closer to the front wheel and tilted 7-degrees further forward, and the battery is now in front of the fuel tank too. Resulting changes in weight distribution between the 2010 and 2011 models according to Triumph is 48.6/51.4 (front to rear) on the ’10 model and 50.9/49.1 on the 2011. Moving all of this weight forward in the layout results in a much lighter handling motorcycle that takes less effort to turn in and flick from side-to-side. 

The Arrow Slip-On Mufflers give the Speed Triple a nasty bark and make the back side look even better. The instrument cluster is minimal but full of info. An analog tach is easy to read and the shift lights across the top are still trick. The LCD screen offers a lot of information as well. The rear seat cowling really finishes off the back, especially when paired with the Arrow exhaust.

On the track this was apparent more so than on the street. It always felt pretty good on the road but once we put it to task under track conditions its shortcoming had been detrimental to it in head-to-head battles. Those weaknesses should be a thing of the past now. It’s serious fun to carve up the super-sport friendly Chuckwalla layout on the 1050. You can charge corners pretty hard and still not upset the chassis – which was never a strong point of the previous Triple. The radial-mount Brembo calipers and 320mm discs are a potent combination that could be called overkill if they weren’t such a good fit. Add into the mix a very stable feel at speed, especially when dragging a leg through the ultra-fast Turn 13 bowl and what you have is a fun track bike that doubles as a sweet street bike. Or is that the other way around? Either way the 2011 Speed Triple has some chutzpah again. 

Now, is it perfect on the track? Not exactly: The gearing is more suited for the street so you are shifting quite a bit even though the CVR track doesn’t have long straightaways. This short gearing is great on the street when you’re huckin’ wheelies and knifing through traffic. It feels like it’s always in the power until you’re at the track where there’s room to stretch its legs. The riding position is upright and quite comfortable on the street. I recall thinking that this would be a

Triumph claims that the 2011 Speed Triple 1050 churns out 133 horsepower at 9400 rpm, plus 82 lb-ft at 7750 rpm. All we know is this bike kicks ass and we enjoyed riding it.

great bike to tour on but at the track the wide upright bars don’t allow you to move around as much as I would like to and no wind protection means you get fatigued quicker when riding at full throttle for 20 minutes. Then again, this is a street bike so I will quit my complaining now. 

Those trackday cavils are part of what make it such a fun street machine. The riding position and bar placement are great after a long day in the seat which, by the way, incorporates a saddle-like design that holds the rider in place and provides a wee-bit of support. The way the rider’s arms naturally lay from the upright riding position allows for an elbow-free view in the mirrors and the instrument cluster is placed in a natural position. The foot pegs are forward and sort of high even though they can drag on the track, so my knees were a bit cramped on the street. A taller rider may want slightly lower pegs. In addition, the gauges, which are nearly identical to the Daytona 675R includes a fuel gauge as well as speedo, tach, trip meter, programmable shift indicator and lap timer. The optional fly screen would be a nice piece of standard equipment but it appears Triumph knows what it’s doing, so who am I to second guess that stuff? The switchgear and levers all feel nice and sturdy and I noticed that the welds on the frame are really clean too. We bitched about that lack of pride in the craftsmanship a few years back.
 
Whatever lit a fire under Triumph’s ass this last year should be mandatory for all OEMs. We’ve seen significant upgrades to two motorcycles that the company could have very well left alone. Weaknesses were addressed head on and rather than maintain the status quo Triumph upped the ante and gave the iconic Speed Triple a long overdue facelift to go along with that swift quick in the butt. For 2011 the Triumph Speed Triple is lighter, faster, handles better and is better looking. What more can you ask for in this day and age?

The new-look 2011 Triumph Speed Triple head lamps are no longer round. Instead, they are cat-eye and modern in appearance. We like the way they look even if you don't. On the street is where the Speed Triple is at its best but thanks to a few improvements the bike is capable on the track too. Radial-mount Brembo monoblock calipers get the job done on both road and track.

All that’s left now is to put it head to head with the other half-dozen naked bikes and conduct the ultimate Streetfighter Shootout. I wonder how hard it will be to get a tire supplier to step up and give us a few sets of tires for this one. We promise we won’t do many smoky burnouts this time. Trust us, we swear we’ll behave.

TRIUMPH Tiger 800 XC

What better way to celebrate July 4th than with a motorcycle that embodies independence. Freedom from the confines of the paved jungle. Liberty to explore any route. Triumphintroduced the 2011 Tiger 800 this year after lot of hype around its new middleweight adventure touring machine. As a midsize ADV motorcycle, the new Tiger has a lot to live up to in regards to its intended use and a well-established market competitor in the BMW F800GS. Triumph offers the bike in two versions, one with a street emphasis, and one targeted at off-road. We’ve already tested the dirt-slanted version which you can read about in the 2011 Triumph Tiger 800 XC First Rideand see how it stacks up against the BMW in the 2011 Triumph Tiger 800 XC Comparison Review. Even though the two British machines share most of the same vital components, Triumph invited us to sample the road-going Tiger 800 during a two-day camping trip in Southern California.

Powered by a fuel-injected Inline-Triple suspended in a steel-trellis chassis, the primary differences between the 800 and 800 XC are the suspension and wheels. The Tiger has a unique engine displacement for the British manufacturer, but it does borrow its 44mm throttle bodies from the Daytona 675 sportbike. The adventure machines’ engine makes 799cc of usable horsepower and torque. Internal bore and stroke dimensions of 74 x 61.9mm don’t change from either model. We ran the XC on our in-house dyno and saw it post 81.63 horsepower and 49.74 lb-ft of torque. Those numbers 

The Inline Triple powerplant churns out high-revving horsepower and usable torque.

should be the same for the standard 800 and it feels identical from the rider’s standpoint. Smooth delivery is the highlight and the Tiger thrives on tight, twisty roads where a rider can push through the six-speed gearbox and keep the engine rpms high.

One of the bikes was equipped with an Arrow slip-on exhaust ($800). Riding a slew of machines with different luggage combinations and varying weights made it difficult to discern any performance difference (claimed three horsepower), but we can say that the Arrow is much smaller. It looks as though the weight savings will be significant from the titanium and carbon fiber construction.

The 800 uses a 43mm fork compared to the 45mm unit found on the XC. This is one area where we felt some significant difference. The XC (which has 8.7 inches of travel versus 7.1 inches) has a bit more dive to the front end on hard braking, despite the larger-diameter suspension. Preload adjustment on the rear shock is simple with a hand-operated knob within easy reach. We spent virtually all of our time on a machine loaded with some type of luggage, so while the ride height adjustment was nice, we also found that the extra weight starts to add up quickly on the compression damping. Even with only a few articles of clothing in the saddlebags, the Tiger will bottom on sharp impacts such as small water breaks. Jumping is really not something the Tiger wants to do. The 800 has 6.7 inches of travel on the shock while the XC gets 8.5 inches. The XC also has an external oil reservoir and rebound adjustment.

Though softly suspended and boasting a claimed wet weight of 462 pounds, it’s still possible to carry a fast pace as long as the rider keeps an open eye for larger obstacles. On the pavement the suspension is fantastic. We latched onto a few faster journalists and our tour guide at the end of our trip to see how quick the 800 is willing to go. Suffice it to say that it was at the top of our comfort level in the twisties. The stock tires (110/80-19 front, 150/70-17 rear) provide enough grip to easily reach their edge and the chassis and suspension are completely up the task, even with luggage installed. The 800 has slightly different steering geometry with a 23.7-degree rake and 3.4-inch trail (23.1/3.6” on XC). Wheelbase is compressed half an inch to 61.2 inches.

An Arrow exhaust trims considerable size and weight from the stock unit. Riding the Tiger is a joy with solid build quality and usable features in the rider cockpit. Triumph also makes a wide range of accessories.

A 19-inch front wheel is slightly smaller than the 21-inch XC version and the 800 feels a bit more nimble in the paved corners as a result. Front and rear wheels are 10-spoke cast opposed to the wire spoked hoops on the off-road version. This gives it slightly less dirt capability but we were happily surprised by the 800’s competence off the pavement. Our routes never called for extreme dirt riding, but we did get to spend time on smooth decomposed granite which we rode at an elevated pace. The 800 was very stable and planted, and the difference between the XC was less than we expected. There were a few side roads which featured more rocky terrain and this is where the smaller wheel showed some weakness by not holding its line with confidence.

Hilde's Tiger 800 Adventure Gearbag

Helmet:

AGV AX-8 DS Helmet - $400

Jacket:

Fly Racing Patrol Zone Jacket - $120

Pant:

Fly Racing Patrol Zone Pants - $100

Glove:

Fly Racing CoolPro Mesh Gloves - $30

Boot:

Sidi Crossfire TA Boots - $450

Camera:

GoPro HD Motorsports Hero - $200

We sampled several variations of hard and soft panniers, top cases, dry-sacks and tank bags. The fitment was clean, operation simple and fasteners secure. We only witnessed one small problem when one of the tank bag clasps broke, though several crashes proved to be rough on the extra equipment. Triumph offers crash bars, handguards and skidplates which are the most useful accessories in our opinion. We also liked the fog lamps which cast a decent amount of light. They give the Tiger a macho look and make it easier to spot for oncoming traffic. See the sidebar for a full list of Triumph accessories and talk to a dealer about availability.

Brakes are twin 308mm discs up front with Nissin calipers and steel-braided lines. There’s plenty of power in all circumstances. A single 255mm rear rotor is also Nissin-controlled. We had a chance to sample the $800 ABS option and it works on par with other market offerings. The performance on the street is a welcome addition, though it does kick in a little easy for our taste. It would be good to tune it down and allow the rider just a bit more room to push the braking performance afforded by its excellent binders. The ABS system can be switched off for dirt duty. Having the choice is definitely welcome when trying to navigate off-road terrain, but the process is too involved for our liking. The rider has to dig through the electronic menu settings and we never quite got the sequence down pat, though we didn’t have a lot of need to be switching back and forth during our two-day ride. Compared to the BMW system, which features a simple button located next to the rider’s left hand, the Tiger seems overly complex. With dry road conditions and the Tiger’s playful attitude and manageable controls, we actually preferred to leave the ABS off and slide around whenever the urge struck. The combination of chassis, brakes and seating position give the rider plenty of control, even when trail braking. This, of course, would be different if the roads and conditions were less favorable.

We'd be comfortable taking the Tiger 800 just as
many places as the 800 XC. While it may take
a little more caution off-road, the 800 makes
getting around town easy with a lower ride
height.

An adjustable seat height (31.9-32.7 inches) makes room for a wide range of riders and the 800 is generally easier to mount than the XC (32.2-34-inch seat height). The two-piece seat is very comfortable and we expect it to get even better with some break-in time. Weight distribution is very neutral and the handlebars have a decent amount between steering locks, which makes the Tiger good at maneuvering in tight spaces or at slow speeds.

Hustling through the paved corners is where the 800 is most comfortable. The upright seating position allows for an unobstructed view of the road and wide handlebars give the rider firm control. Not, however, as much control as the XC version, which uses handlebars that are wider (31.3” vs 34”) and slightly taller. The difference is very noticeable and a rider needs to consider their needs. For splitting lanes the XC is uncomfortably wide, however, getting sideways on the dirt is much more controllable and it’s easier to stand up on. The 800 is a bit quicker to flick from side to side. Much of that is in the smaller front wheel, but the narrow bars also help keep the rider’s hands in closer. The narrower bars don’t suffer much in the dirt, but we did find them to be a disadvantage on extremely rough, twisty pavement. We also noticed a bit of wobble on occasion at high speeds. One of the biggest issues is that It brings the mirrors in closer together and puts more of the rider’s shoulders in view. We’d like to bolt on a set of XC bars to the standard 800. The handlebar mounts are reversible though we didn’t experience much of a difference between the two settings.

Overall the Tiger 800 is an impressive motorcycle with an easy stance, comfortable ergonomics, powerful engine and high-level build quality. The XC version is nice for more serious terrain, but the standard 800 can go virtually anywhere its off-road sibling will. There’s a styling difference between the two models and the 800 can be retrofitted to accept the stubby front fender and handguards which give it the same XC aesthetics. Smaller wheels and suspension make the 800 a bit easier to appreciate on the pavement, especially for shorter riders, and the retail price is slightly lower as well at $9999 for the base model.

BMW F800R

 German powersports giant, BMW enters the mid-sized Streetfighter market in the U.S. with its 2011 BMW F800R motorcycle. This naked street bike is based around the existing 798cc Parallel Twin platform and is designed to offer motorcyclists more sport-oriented road handling performance. For technical information on this motorcycle check out the BMW F800R First Look. For this review we will focus on our riding impressions. (Ed. Note: a video review will be coming in the future as we log more seat time.)
 
Slide into the saddle and you notice immediately how low the seat is. In standard configuration it measures 31.5 inches off the pavement. High and low versions are available as a no-charge option which raise or lower height by one full inch. Based on my six-foot-stature, those at or above that height might be interested in the taller seat. Still, there was a reasonable amount of leg room while riding and my legs and my knees did not feel cramped. We were also pleased with how comfortable the seat was even after a 100-plus mile ride.
 
One of the benefits of the F800R’s liquid-cooled engine comes in the form of packaging. It’s extremely compact and positioned in such a manner that keeps the motorcycle short in terms of length. It also aids how slim it feels between the rider’s legs. Furthermore, the 4.2-gallon fuel tank is located beneath the seat which further contributes to its friendly mass distribution. This makes it an easy motorcycle to command regardless if you’re maneuvering through parking lots or wailing around corners in top gear.
 
Although it weighs 439 lbs. with a full fuel load it feels far more agile than its curb weight leads you to believe. The motorcycle changes direction with very little effort and is stable at speed over bumps or rough pavement. The suspension does a marvelous job of soaking up pot holes and pavement irregularities in the city without comprising sporting ability on curvy roads. Equally as pleasing was braking performance though we would prefer if the optional-ABS system ($900 on its own but it is also included in the $1445 premium package) could be deactivated by the rider.
  

Below 70 mph the F800R delivers a smooth and vibration-free ride. Meanwhile, light and agile handling is one of the F800R’s best attributes. We like these headlights too.

On the road the rider is positioned in an upright riding stance. The aluminum handlebar features a distinct bend with a high amount of rearward sweep at both bar ends. This does two things: first it allows the rider to keep a majority of his or her weight toward the front of the bike without feeling like you’re hunkered down in an aggressive race tuck. Secondly it allows the rider a high degree of leverage when steering which benefits a wide range of skill levels.
 
Switch gear functionality is similar to other name brand bikes with the left and right direction indicators now combined into one toggle on the left-hand side of the bar. The engine starter and kill switch has also become a single rocker-style switch on the right handlebar.
 
Instrumentation is comprised of BMW’s traditional stacked tachometer and speedometer that is flanked by a rectangular LCD display which provides a fuel gauge, gear position, trip and odometer functions. It also offers the ability to cycle through the optional Tire Pressure Monitor ($250) function and Heated Hand Grip ($250 or included in the premium package) mode selection. Additional features like a stop watch are included with the on board computer function ($295). For the most part it is fairly easy to read though we would prefer a digital tachometer as opposed to the analog setup as it is hard to read when riding at speed.
 
Right off idle it is apparent just how smooth and vibration-free the engine is. The engine sounds similar to the low frequency hum produced by the 1200 Boxer-style engine. This can be credited to the even cylinder firing order in which one of the two pistons fires each time the crankshaft makes a full rotation. Compared to the roar of an Inline Four or rumble of a V-Twin engine the Parallel Twin sounds subdued.
 
But don’t let its passive demeanor fool you. The powerplant generates a robust amount of thrust at low-to-mid rpm which makes it feel quicker than other bikes in its class including the Monster 796 and Shiver 750. Yet because its power is produced so smooth, it doesn’t catch the rider off guard making it a versatile engine for both new and experienced riders alike. Fueling is also calibrated to near perfection which aids in the instant acceleration. Response from the cable-actuated wet-style clutch is also good which makes it easy to identify the engagement/disengagement point when launching from a stop. The transmission meshes between each of its six gears without issue as well.
 
At speeds less than 70 mph the BMW delivers an exceptionally smooth ride. Above that threshold vibrations leak through the control surfaces and distort the view from the mirrors. At speeds over 100 mph it makes it difficult to keep an eye on what’s happening behind you and renders the mirrors useless. Granted, most riders won’t be cruising at this speed, but it could still be better.
 
Focus your eyes on the Beemer and its impossible not to draw an opinion on its styling. While it doesn’t have the lustful silhouette of Italian machinery or the slanted contour of bikes from the Far East, its appearance has an industrial appeal in the same vein as Hummer’s rugged military vehicle. The F800R looks like a purpose-built tool. We’re drawn especially to the non-symmetrical headlights, skinny black frame rails and blacked-out multi-spoke wheels, not to mention the engine and chassis parts. It is available in four colors, our favorite being the Alpine White / Lupine Blue Metallic / Magma Red (BMW motorsports) colorway. 

The 2011 BMW F800R is very well made motorcycle and is a much better value than other bikes in its class.

  
Carrying a base price of $9950, the BMW is an excellent value. The build quality and overall fit and finish is at a much higher level than other motorcycles in this price range plus it looks refreshingly different as well. Perhaps even more important is how rider-friendly it is to operate due to its peppy engine performance and agile handling characteristics. Riders seeking the premium riding experience will also be interested in the various options FROM bmw including the $1445 premium package which adds ABS brakes, heated grips and on board computer. Bikes will begin rolling into U.S. dealerships January 2011.

Suzuki B King

It's big, it's intimidating and it turns about as many heads as an NBA player at Grandma's Bingo night. Now, we're not talking about an oversized jewelry-clad basketball player; we're talking about Suzuki's B-King. Originally debuted seven years ago at the Tokyo Motor Show, the B-King is one ultra-cool streetfighter prototype that actually made it into production. 

The B-King is proof of Suzuki's unequivocal embrace of America's 'bigger is better' mantra. It is the largest, most powerful muscle bike ever manufactured, period. With this one it's hard to find anything that isn't big: big power, big brakes, big proportions and big weight. 

I can't help but feel just a little bit intimidated as I gaze at its bulging body pieces and huge twin underseat exhaust canisters protruding like trapezoidal double-barrel artillery guns. Twin ram-air intakes large enough to inhale witless birds sit underneath the fashionably integrated front turn signals. Stylized pieces like the chrome bezel on the top of the fuel tank, sculpted brake and clutch master cylinders and the refined-looking instrument package give the Suzuki a high-end, premium feel. Equally impressive is the high level of overall fit and finish. Unsightly fasteners are kept to a minimum and the body components fit together as if they were crafted out of one complete piece. 

Once in the saddle, there's no hiding its 578-lb mass (fully fueled, ready to ride). Due to the substantial width of the gas tank your legs are spread far apart, so riders with minimal dexterity better bring their A-game when riding the B-King. But things get better as soon as you reach out to the widely-spaced tubular handlebars. The relaxed, upright riding position and tallish bars make it a very comfortable machine. However, the high mounted foot pegs force the rider's legs into a more aggressive bend than seems necessary. 

Thumb the starter and the gigantic 1340cc liquid-cooled Inline-Four comes to life emitting a quiet, sewing machine-like purr. 'Man, how much better would this thing sound with some pipes' I think to myself. The engine is almost a complete carbon copy of the one used in the new '08 Hayabusa, except for a smaller airbox and a different 4-2-1-2 exhaust system that still uses Suzuki's exhaust tuning valve (SET) inside. Pump the hydraulic-actuated clutch a few times before you drop it into gear and notice its light feel, followed by a progressive engagement. Twist the throttle and it feels as you're piloting an F-18 being flung off the end of an aircraft carrier. Wide-open acceleration from a dead stop is that intense. 

Not quite the hulking monster of its Hayabusa cousin, the B-King's 1340cc Four cranks out almost 160 horsepower and 96.5 lb-ft of torque.

Yet the B-King is as obedient or as wild as your right wrist commands. Feel like stunting in front of your friends? Just hammer the throttle in the first two gears and you'll look like your neighborhood's most-wanted villain. Feel like keeping the peace? Keep the revs low and ride the B-King's smooth wave of 70-plus lb-ft of twist from just 3000 rpm. Power delivery is flawless throughout the 11,000 rpm rev range and is complemented by the precise throttle response afforded by Suzuki's Dual Throttle Valve (SDTV) fuel-injection system. The B-King is also outfitted with Suzuki's proprietary drive mode selector (S-DMS) which allows the rider to modify power output by choosing from one of two modes. By default the bike is in full-power 'A' mode, but all it takes is a simple push of a button mounted on top of the gas tank, (while the bike is at a stand-still, in neutral) and the rider can select 'B' mode which dramatically mellows its power delivery. The system works well and can allow a rider of less experience to have a more controllable ride. For those of us thrill junkies though, 'A' mode is all you'll ever use. 

Power is transmitted to the gold-colored chain final drive via a six-speed transmission that utilizes a back-torque limiting clutch. Shifting action wasn't as smooth as other Suzuki's we've tested recently, but nonetheless engagement was precise. We never encountered any mis-shifts despite repeated full-throttle acceleration antics. Gearing is versatile for the streets, with a short first cog allowing for easy drag races, er, I mean launches from a stoplight. Yet, thankfully, top gear is tall enough for a low-rpm, buzz-free ride at freeway speeds. 

But the lack of a front fairing or windscreen can impede triple-digit fun as above 120-mph it feels like the wind is trying to peel you off the bike. Suzuki realized that this might be a hitch in the equation. 

Instrumentation is easy to see at a glance and consists of a swept analog tachometer flanked by a digital speedo, gear position indicator, and a multitude of warning and indicator lights. There's also a bar-style fuel gauge, coolant temperature as well as odometer, dual trip meters and clock inside of the tach. The B-King also has a cool miles until maintenance required countdown meter, so you'll always know when it's time for service. 

A larger than life streetbike with more power and performance then necessary, the mighty B-King is tailor made for the American marketplace.

With just shy of 160 horsepower at your disposal, you'd hope that the engineers would have endowed the B-King with a chassis stout enough to handle all that muscle. And we're pleased to report that they have. A clean looking twin-spar cast aluminum frame and matching three-piece cast aluminum swingarm is paired to a fully adjustable (preload, compression, and rebound) KYB 43mm inverted fork and equally adjustable rear shock. Suzuki claims that suspension damping characteristics are similar to that of their GSX-R sportbike line and after repeated "cloverleaf exploring" on the seemingly infinite freeway interchanges Southern California has, we're believers. 

While cornering, suspension feels both firm and responsive with plenty of ground clearance, yet cruising down a pothole-laden L.A. street reveals a far plusher ride than that of a GSX-R sportbike. Despite the suspension's full range of adjustability, we didn't feel the need to change the settings as the stock setup is a good compromise between cruising the block and spirited canyon blasts. 

Contrary to what your eyeballs tell your brain, the B-King is rather nimble in most situations. Sure it's not as flickable as a 1000cc sportbike, but it still maintains a reasonable degree of maneuverability considering its 5-foot wheelbase. It readily changes direction with just a light tug of the wide bars and once a turn has been initiated, subtle line changes can be made without drama. Simply look where you want the bike to go and it's there. Also impressive is its stability at any speed. No matter how hard we tried we couldn't get the front end to wiggle around or get out of shape. However, at slower speeds-especially in parking lots, there's no masking the B-King's girth. That, coupled with its non-adjustable steering damper, can make it rather cumbersome when you're crawling around. 

Stopping is achieved via a pair of radial-mount Nissin front brake calipers that grab onto 310mm diameter rotors. A radial-pump brake master cylinder pushes brake fluid through rubber lines and there isn't a hint of fade, even during extra aggressive, repeated use. Considering that the brakes are stopping almost 600 lbs, there is a good amount of power and plenty of feel at the end of the adjustable brake lever. Out back a 260mm disc and single piston caliper helps keep control while you're riding around on the fat back tire. ABS is also available for $600 to help ensure stability during braking regardless of road or weather conditions. 

Beefy braking components complement a high-performance package that B-King owners will enjoy whether they're a hard-core stunter or a weekend canyon warrior.

The B-King rolls on a set of 3.5 x 17 inch front and wide 6 x 17 inch rear three spoke aluminum wheels shod in Dunlop's Sportmax Qualifier rubber (120/70R17 front, 200/50R17 rear). We've always been a fan of the Qualifier's due to their mild steering manners, quick warm-up times and gum-on-shoe levels of adhesion, but the B-King's OE rear tire lacked the same amount of outright grip that we've become accustomed to with the Qualifier. Maybe it's the extra weight or the immense amount of power that the 200mm wide tire has to deal with, but it's possible to spin up the rear tire on command during hard corner exit. Fortunately the tire has great feel so when it does spin it doesn't catch you off guard. 

At the end of the day, the B-King really surprised us. It's a big, burly streetfighter that for the right rider could be the total package. It's got a fresh, futuristic look like nothing else on the street backed up with a powerful yet refined powerplant mated to a chassis that is both composed and agile. And while it may not ever fit in with Grandma and her crew, the B-King has us shouting BINGO!