<![CDATA[Kiwi Biker forums - Blogs - Sugilite's Tests &amp; Ride Impressions by sugilite]]> https://www.kiwibiker.co.nz/forums/blog.php/4379-Sugilite-s-Tests-amp-amp-Ride-Impressions Kiwi Biker - New Zealand motorcycle community en Wed, 08 Apr 2026 18:45:35 GMT vBulletin 20 https://www.kiwibiker.co.nz/forums/images/BP-Brown/misc/rss.jpg <![CDATA[Kiwi Biker forums - Blogs - Sugilite's Tests &amp; Ride Impressions by sugilite]]> https://www.kiwibiker.co.nz/forums/blog.php/4379-Sugilite-s-Tests-amp-amp-Ride-Impressions Stupid World https://www.kiwibiker.co.nz/forums/entry.php/7062-Stupid-World Fri, 18 Nov 2022 04:00:54 GMT [QUOTE=TheDemonLord;1131208326]
Quote Originally Posted by sugilite View Post

Also, when it comes to Corporate, there is no such thing as a Private Chat, Corporate 101.
Or even an opinion regarding the boss that he does not like.
Mr freespeech indeed. Pffft ]]> sugilite https://www.kiwibiker.co.nz/forums/entry.php/7062-Stupid-World <![CDATA[Sugilite's Tests & Ride Impressions]]> https://www.kiwibiker.co.nz/forums/entry.php/413-Sugilite-s-Tests-amp-Ride-Impressions Thu, 10 Apr 2008 09:31:21 GMT
2008 Honda CRF450R Ride Impression
Article and photograph (below specs section) by Anthony Bradford

With aggressive new styling, this Honda looks to assert it's authority on the ever competitive 450 class.

The big news for the CRF450R is it has the HPSD (Honda Progressive Steering Damper). The new found stability the system offers, has allowed the engineers to reduce the steering rake and wheelbase. This allows the Honda to carve the corners with scalpel-like efficiency. They have also sought to make the power easier to control through a multi map CDI. This controls ignition mapping based on gear selection. The different mapping for each gear enables the bike to hook up better, especially in the lower gears, by making the power delivery a little less fierce. Make no mistake though, you are still very aware you are straddling a bike that makes an enormous amount of power.

Dannevirke Honda kindly brought the bike out for me to ride on the Waewaepa charity trail ride. This enabled me to test the bike over a wide variety of conditions. From steep rocky climbs, river crossings on to open paddock blasting, the trail loop pretty much all the different types of terrain covered. The CRF was a blast to ride and I had a huge amount of fun with the bike. After the trail loop, I took it over to the motocross practice track on the Currie's farm. In it's native environment, the bike's power, handling and brakes shone even brighter.

Ergonomics
Sitting aside the CRF450, every thing falls to hand and foot naturally. The bike is very slim and the seat is comfortable. You feel seated in a very positive and natural position and feel ready to take on whatever obstacles that may be met.

Chassis

The bike handles in a very sure footed, yet manoeuvrable manner. No doubt the new HPSD system assisted with this. The steering is very light and positive. The CRF was comfortable to rail the berms, or square the corners off. The bike felt well balanced in the air. Overall the handling was very confidence inspiring.

Motor
The motor is a gem, with a very broad and manageable spread of power. Whether pulling the bike out of tight snotty spots, zipping purposefully along the trails in the mid range, or screaming through the wide open paddocks using the top end, this motor has an answer for it all. I never found the power intimidating or overwhelming, but still gave it a lot of respect as well. The exhaust note was pleasing without being too loud.

Gear Box
The gear box is a slick 5 speed unit. I never missed a gear through the test, even under provocation – impressive. The gears are well spaced apart, and that combined with the broad spread of power, meant the bike was happy to to operate in a range of gears for the same territory, purely depending on the mood of the rider.

Suspension
I found the suspension to be perfect for my 85 kg body weight. It was supple over small stutter bumps, but still handled the big hits with aplomb. Ninety five percent of the motocross practice track was groomed and very soft, but there was five percent that had not been groomed and consisted of rock hard stutter bumps. The first time I hit them, I was taken completely by surprise. Fortunately for me, the CRF450R's excellent suspension sucked them up and the steering damper kept the bike on the straight and narrow, whew!

Brakes
The brakes are superb, having just the right mixture of power and feel. They were very reassuring as I blasted the bike around unknown terrain, coming upon a few surprise obstacles. The brakes hauled the bike down from speed with power and precision every time.

Conclusion

Overall, the bike is very hard to fault, as it does everything so well. Paradoxically I found it to be a more relaxing bike to ride on the trail loop at moderate speeds than the CRF250R that I tested the previous week. I would not hesitate to recommend the bike to a rider who would mostly do trail rides with maybe the odd club race thrown in as well. The bike is also well suited to intermediate and pro racers alike. Yes, the bike is that good.

2008 CRF450R Specs:
Engine Type: 449cc liquid-cooled single-cylinder 4-stroke
Bore and Stroke: 96mm x 62.1mm
Compression Ratio: 12.0:1
Valve Train: Unicam, four-valve; 36mm intake, titanium; 30mm exhaust, steel
Induction: Carburetor, Keihin 41mm flat slide
Ignition: CD with three-gear-position electronic advance
Transmission: Close-ratio five-speed
Final Drive: #520 chain; 13T/48T
Fork: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 315 mm travel
Shock: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 320 mm travel
Front Brake: Single 240mm disc with twin-piston caliper
Rear: Single 240mm disc
Front Tire: 80/100-21
Rear: 110/90-19
Wheelbase: 1.491 mm
Rake (Caster Angle): 27° 8'
Trail: 111.4 mm
Seat Height: 971mm
Ground Clearance: 353mm
Fuel Capacity: 7.2 litres
Color: Red / Black
Curb Weight: 109kg (includes all standard equipment, required fluids and a full tank of fuel – ready to ride)

Dannevirke Honda Rider, Rowyn Ingpen, kicks up the dirt on the CRF450R. (I used him as a model, as he does'nt have the green riding gear) :rolleyes:
]]> sugilite https://www.kiwibiker.co.nz/forums/entry.php/413-Sugilite-s-Tests-amp-Ride-Impressions <![CDATA[Sugilite's Tests & Ride Impressions]]> https://www.kiwibiker.co.nz/forums/entry.php/410-Sugilite-s-Tests-amp-Ride-Impressions Thu, 03 Apr 2008 07:35:45 GMT
2008 Suzuki GSR600: Mid Sized Muscle – Heavy Weight Action
By Anthony Bradford – Photograph by Kotahi-Manawa Bradford

Suzuki released this motorcycle as a mid sized 'Street Fighter'. However, the machine is a lot more versatile than just that. Through my time with the bike, I've found it good for weekend rides, commuting, sports riding, mid-range touring and it would be far from disgraced being ridden at track days. Taking it's styling cues from the newly released and acclaimed Suzuki B-King, the GSR600's look received thumbs up from the many people who made comments throughout the test. This machine does seem to attract a lot of favourable attention and pricing is sharp at a recommended retail price of $12,995.

Ride Position/Ergonomics
The ride position is fairly upright, with your hands falling naturally to the wide bars. There is plenty of leg room and ergonomically the controls are well thought out. At highway speeds the wind pressure takes the weight of the wrists and arms making for relaxed highway cruising. The seat is comfortable, while being firm enough to move around on for spirited riding sessions.

Motor/Fuelling/Transmission
Originally used in the sports orientated Suzuki GSXR600, this motor has been re-tuned to push the power further down the rev range. Though, make no mistake, this GSR will pick up it's skirts and boogie when required. The motor red lines at 14,000 revs, and once past 8000 rpm a Hollywood type Jekyll and Hyde transformation takes place. With the shrieking exhaust and growling induction roar supplying the soundtrack, the previously mild mannered bike surges forward at an impressive rate of knots making for an exciting all action, blockbusting experience! Applying the blow torch test to the fuel injection and ignition mapping systems, When I rolled the throttle on in 6th gear at only 1500 rev's, the GSR accelerated away smoothly without suffering any transmission or drive chain snatch. The under seat exhaust and muffler do an effective job of keeping the noise level in the realms of acceptability whilst maintaining a pleasing gruff business-like note, transforming to an intoxicating howl in the upper rev ranges. The gearbox is a little notchier than typical Suzuki fare. At 100 kph the bike has a buzz about it, not a vibration, just a note of slight urgency. Even though quite low in the bike's rev range, I found this trait to be beneficial in keeping to the speed limit, without the constant licence saving scrutiny of the speedometer that riding a big bore bike requires.

Handling
Putting the acid test on the GSR's handling, I rode it over the Saddle Road between Woodville and Ashhurst. This road condenses many real world conditions into a few short kilometers, from melted and slick tar to pine needles and gravel, with some corners providing more ripples than an Ab Flex Pro infomercial! The GSR overcomes such obstacles with consummate ease, being especially impressive over mid corner corrugations. Suzuki appear to have found the holy grail of motorcycle handling. That being a bike that is very agile while maintaining impressive stability. The GSR600 is very composed at all times, even chopping the throttle mid corner failed to upset it. Testifying to the stability, the bars never shook once over the entire 400 kilometer test, which featured a wide range of road and weather conditions. At times the GSR appeared as if to steer by thought alone - - - Impressive.

Suspension
The telescopic forks are adjustable for pre-load, the rear shock is adjustable for pre-load and rebound. I left the settings standard as the bike already felt just fine for my 80 kg body weight. Both front and rear suspension action were well balanced and handled everything they encountered with ease. The front forks are just a little harsh over square edged bumps, but this is just nit picking over what is a surprisingly capable suspension package.

Brakes/Tyres
The front brakes are more than up to the task of hauling the GSR up. Initial bite is impressive and their power is never in question. Standard brake pads have come a long way of late and this test pilot noticed very little difference between the stock pads over the racing compound ones. The rear brake does require firm action, though this does help with avoiding rear wheel lock up in poor weather conditions. The tyres are Bridgestones and they handled all conditions with aplomb. Wet weather performance was put to the test with constant solid rain for 200 km's featuring lots of slick tar and slippery effluent left from stock trucks. The tyres did not slip or slide at all.

Pillion
The pillion is also well provided for on this capable all rounder. My pillion passenger reported a smooth ride with a pleasingly comfortable seat and a lot more leg room than was expected. From a rider's point of view, the bike still kept it's well balanced, light handling nature while riding 'two up'.

Conclusion
Suzuki are to be congratulated on producing a genuinely talented mid range all rounder that punches well above it's weight. GSR600 riders will need to hold off ordering their big bike riding friends a coffee when arriving at a cafe stop, as no one enjoys a cold cup of cappuccino.

Pros/Cons
Thumbs up: Handling, motor, brakes, price, style and above all, versatility.

Thumbs down: Mirrors blurring, speedometer a little smaller than I'd like, and sadly, having to give the test bike back!

Thank you to Paul Booth of Dannevirke Suzuki for providing the test bike.

]]> Blackbird https://www.kiwibiker.co.nz/forums/entry.php/410-Sugilite-s-Tests-amp-Ride-Impressions <![CDATA[Sugilite's Tests & Ride Impressions]]> https://www.kiwibiker.co.nz/forums/entry.php/409-Sugilite-s-Tests-amp-Ride-Impressions Thu, 03 Apr 2008 07:19:33 GMT *2008 Honda CRF250R Ride Impression* By Anthony Bradford: photographs (below specs section) by Fiona Dickinson Arriving to pick up the Honda CRF250R from Dannevirke Honda, I cast an appraising eye over the machine, noting the usual high build quality we have come to expect from Honda. Top...
2008 Honda CRF250R Ride Impression
By Anthony Bradford: photographs (below specs section) by Fiona Dickinson

Arriving to pick up the Honda CRF250R from Dannevirke Honda, I cast an appraising eye over the machine, noting the usual high build quality we have come to expect from Honda. Top shelf Renthal aluminium handle bars are a welcome addition and point to just how serious Honda is in providing a race-ready bike right out of the crate.

I took the CRF out to the rugged Gibbs test track just north of Dannevirke township. This track is a stiff test for the handling and power of any motocross bike. Large jumps, steep uphills and no shortage of rough chopped up terrain, puts any motocross bike to the test.

Unloading the bike from the trailer revealed a very lightweight well balanced machine. Firing the motor into life was not a big chore and once started, the bike had a pleasant bark emanating from the twin muffler setup.

Erganomics
The handle bar and foot positions feel just right and the ride position is neutral and accommodating. Moving around on this bike is easy and will help the rider conserve energy over longer rides/races.

Chassis
The CRF250R is fitted with a progressive steering damper. Under hard acceleration through the upper gears, I noticed the bike had a slight feel of nervousness about it that never progressed into anything more serious. I took this to mean the steering dampener was doing it's job. This technology will have enabled Honda to use more aggressive chassis geometry to turn the machine into a corner carver. And so this proved with the bike flicking into corners with ease, then holding it's line through and out the corner with impeccable manners. Whether taking a tight line or railing, this is a machine that will let you do it all.

Motor

Not having ridden a 250cc four stroke motocross bike for a while, I was quite frankly gob smacked at how Honda has built a motor that is so flexible. Expecting it to be a peaky rev head, I instead found perfectly adequate bottom end power, feeding onto a meaty mid range surge, then up into a frenzied high revving top end! Honda is to be congratulated on building a motor which suit novices and all the way through to class winning racers. Fuelling throughout is impeccable and precise. Dialling in just the right amount of power for any given situation was never an issue.

Gear Box
Getting under way was the smooth clutch with positive take up. Taking the bike up through the gears revealed a very smooth gear box. I never missed a shift and every gear change was smooth and positive.

Suspension
On the whole, I found the suspension to be very good, however I did find the front fork was fairly harsh over square edged bumps. I'm sure it would be a simple case of dialling in the fork suspension adjusters to sort that out. The suspension package took landings from jumps well, and overall the bike felt very slim and agile through the air.

Brakes
The brakes are an outstanding mixture of power combined with feeling. The CRF front brakes required no more than two fingers to haul the bike up fast, whilst remaining composed, even over the roughest ground – impressive. The rear disc brake has the same good balance of power and feel, resisting unwanted lock-up superbly.

Conclusion
Honda has built a very capable and exciting bike to ride. It caters for the full range of skill levels that different riders may process. The power is friendly and easy to use. It would make a very capable trail ride bike as well as the top line race bike it has proven itself to be.

Thank you to Dannevirke Honda for providing the test bike. It will be up for sale soon, so drop into Dannevirke Honda to cut a sharp deal with new bikes sales manager, Wayne.


Specifications
Engine
Engine Type Liquid-cooled 4-stroke 4-valve SOHC single
Displacement 249.4cc
Bore and Stroke 78 ﾗ 52.2mm
Compression Ratio 13.1 : 1
Carburettion 40mm Keihin FCR flat slide carburettor with throttle position sensor (TPS)
Ignition Computer-controlled digital capacitor discharge with electronic advance
Max Power Output 32kW / 11,000min-1 (95/1/EC)
Max Torque 29.3Nm / 8,500min-1 (95/1/EC)

Transmission
Starter Primary kick
Gearbox 5-speed
Final Drive #520 roller chain

Wheels, Suspension and Brakes
Suspension Front 47mm Showa inverted leading-axle twin chamber cartridge-type telescopic fork with 16-step adjustable compression and rebound damping; 315mm axle travel
Suspension Rear Pro-Link with Showa damper, adjustable low speed (13-step) and high-speed (3.5-turn) compression and 17-step rebound damping; 313mm axle travel
Brakes Front 240mm x 3mm hydraulic disc with dual-piston calliper and sintered metal pads Brakes Rear 240mm x 4mm hydraulic disc with single-piston calliper and sintered metal pads Tyres Front 80/100–21 Tyres Rear 100/90–19

Dimensions and Weight
Wheelbase 1,477mm Rake Castor Angle 27ｰ 50' Trail 125mm
Seat Height 965mm
Ground Clearance 362mm
Kerb Weight 101.2kg (includes all standard equipment, required fluids and a full tank of fuel – ready to ride)
Fuel Capacity 7.3 litres

Photos



]]> sugilite https://www.kiwibiker.co.nz/forums/entry.php/409-Sugilite-s-Tests-amp-Ride-Impressions