Accessible high performance is a simple idea: design a motorcycle so the average experienced rider is able to access much of its performance capabilities daily and without a race track. Another way to say this is just “having fun.” Accessible performance could make for a fast track bike, too, the average rider may actually be able to ride quicker laps than with a full on race replica and enjoy the experience while doing it.
In spite of their best hopes and intentions, the average Joe on a GSX-R is no Mat Mladin. While the GSX-Rs and similar bikes are great machines, you can’t begin to sample their real potential without a track and a lot of skill. On the street, many well ridden motorcycles are equal to or better than a GSX-R in the hands of a less skillful rider. Wouldn’t it be nice to ride a motorcycle that makes the most of the skills you have, something a little more forgiving if you happen to be in the wrong gear? How about a motorcycle with a power band you can sample at legal speeds without having to be in first gear? Accessible high performance.
Some riders are shocked to discover you can go pretty fast without having to be in full tuck behind a small fairing. Maximum straightaway speeds may require it but even at the races, dragging their knees at 70mph in a corner, racers don’t need to lay on the tank, maximum corner speed and lean angle are a delicate balance of traction and power, and a bike designed with accessible performance can give you the same thing without the compromises required of a 180mph top end.
Make no mistake, this does not mean tiny engines and low performance, it means accessible HIGH performance that you can sample more often. The small engine crowd might say a tiny high winder is all you need, just wring it out and you’ll have your fun, but big meaty power is what brings the smiles. Torque is a big factor, especially at low rpm, precisely where the big V-twins deliver. Triumph triples, too, plus lots of other engine configurations if designed right. The old “tuned for midrange power,†a phrase over used in advertising, might mean something again, instead of just being a way to sell detuned versions of engines that work better when spun up.
Buells are on the right track, they handle pretty well but lack the pure power. Their acceleration is limited by the engine even at low speeds. There’s no reason why accessible high performance shouldn’t provide the same brutal acceleration from zero you get in the big inline fours, it’s just doesn’t have to carry on through 150mph and beyond, and, if designed for lower speeds, the power band can be a lot wider, just like your smile when you hit it.
“Accessible high performance†is great for advertising. Once riders begin thinking in terms of accessible performance, the brag factor of being able to say your bike can do 185mph or is ridden by the Superbike champion goes away as other riders ask “OK, but what can YOU do with it on the street?†Which would you rather do, brag about your bike’s potential or show a little more of your own? An excellent comparison would be to take several experienced (but non racer) riders out to the track and, with cameras rolling, let them go for best lap times on two bikes, one would be a GSX-R or something similar and the other would be an “accessible high performance†bike. Feeling more secure and not having to worry so much about which gear was right and how many revs were necessary just might have the accessible performance bike winning the race. Wouldn’t that be an eye opener? Afterwards, ask the riders which bike was more enjoyable, overall, any bets on the answer?
Motorcycle magazines with their highly skilled riders on staff, pick apart the handling and performance of anything not in the ultra high performance category where most of us wouldn’t notice a thing, because we don’t ride there. The magazines are already aware they contribute to the “gotta have the ultimate motorcycle†state of mind. It’s a catch 22 situation, as soon as they become experienced, competent road testers for all kinds of bikes, their skills and perceptions find fault everywhere and some high rpm soft spots or handling quibble at 150mph brings negative marks. To measure accessible performance would almost require testing a bike while prohibiting any track time. Take it around town, across town, out in the country, ride it to work and go on a tour. Do a little canyon carving, in other words, ride where most of us ride, but absolutely no track time allowed and then see how the bike measures up. If it’s marginal on the street, say so. If it works like a champ, report that, too. Don’t you think a few “Best Bikes†lists would change a lot? You might see real buyers with real cash making different choices in the showrooms, too.
Just because there’s an ultimate performance race ready motorcycle at the dealer doesn’t mean anyone should buy it for street use. You can go just as fast on a daily basis and be more comfortable in the process with an “accessible high performance†motorcycle. Less ultimate performance, more accessible performance, … more happy riders, … sounds like a winner. I wonder what that bike might look like. I wonder if the manufacturers would go there.
C. J. Luke, III says
Triumph is doing just what you are asking for. Read the specifications and the reviews (including shootouts) of the new Daytona 675. It’s a 3 cylinder high performance engine that delivers as much torque at 3000 rpm as the others deliver at 10000 rpm. In my opinion, it’s the best sport bike out there, and that includes the liter bikes.
todd says
Yep. Look at the MZ Skorpion; those bikes have the sort of accessible performance you mention yet hardly anyone bought them (I didn’t have any money at the time and now that I do they no longer exist).
This idea may be why the supermotards exist. Small, leightweight thumpers that handle as well or more likely better than the large, heavy, overpowered race replicas. The same problem is happening though, the manufacturers get caught in a HP race so the bikes start to get heavier and more expensive without the same increase in fun factor. I bet a DRZ400SM is more fun that a Ducati “Hypermotorad” not to mention it costs about half and will last twice as long. Too many people are worried about the cool factor and what the people they are trying to impress will think about them or what spending too much money on a bike says about their current income status.
This is the sort of riding I believe in but I disagree that the Buells don’t have enough power, I definitely think they have more than enough for some really aggressive street sport riding, even the “little” 900s. I think the better choice is the Ninja 500 (EX), very high bang-for-buck and very competant and rewarding. It’s just too bad Kawasaki cares very little about the bike and will never update its styling. But then again, styling doesn’t make the bike any faster or more fun.
-todd
JoeKing says
No..No..No…
The “purpose” of a sport-bike is the fantasy of being a “racer” when you ride one. There are numerous “accessible” bikes (SV650, Monsters, Nakeds etc.) if that’s what you want…but..180hp bikes have their place. You can now buy a bike that would have won WSBK races 10 years ago & use it as a daily commuter, proves you can have the best of both.
Richard says
I admit I have no need for 180 mph on the street. However, I do need and want the low- to mid-range torque of a litre sportbike. Plus, I much prefer the sound of a litre bike to that of a 600, even if I’m just cruising at 60mph.
I’ve been riding motorcycles for 36 years and, unlike the less skillful rider you refer to in the article, I do get more out of a sportbike than I would from a so-called “Accessible High Performance” bike. If “the average rider may actually be able to ride quicker laps [with an Accessible High Performance bike] than with a full on race replica” then that rider needs to work harder at developing his/her motorcycling skills.
Just this month, Motorcyclist, or Cycle World (I forget which), had an article about the supposed uselessness of litre bikes due to their tremendous power. I found it humorous, since the rest of the magazine was devoted to praising the amazing and wonderful handling, speed, and power of many race-replica motorcycles.
Darrell says
I have an Aprillia RS50 with a big bore kit, exaust, big carb, etc. Its a TON of fun to ride on the street. You have to ride flat out to keep ahead of traffic. Its hard to get in trouble because it tops out at 70mph and handles better then any bike you care to compare. I agree that the stock RS50 is just too dam slow though.
Dodgy says
I guess I already have one… After twenty years of riding a string of GSXRs and similar I had a break from riding for a few years then decided to get back to it…
I took some time to find something that ‘fitted’, not really feeling the need to get another hype(r)bike…
I considered the TRX850, SZR660/MUZ Scorpion, Buell (briefly),,, Then I test rode an SV650S, came back with a silly grin on my face that I’ve had ever since.
There’s nothing quite like showing GSZXCBR1’s the way around corners consistently and easily… And quicker off the line too, at least up to legal speeds.
It’s done about 40K miles, hardly been touched service wise, a few suspension mods and a slightly less social pipe.
And I can’t think of anything I would really trade it for (maybe a 675?).
You are correct of course, most riders aren’t up to the abilities of the bikes they ride, and the old adage is true:
“a slow bike ridden fast, is better than a fast bike ridden slow”
As Valentino Rossi keeps proving, the rider is the key; and for an average rider having a good match seems to work…
Technogeekery says
This article identifies something Suzuki SV riders have long known – for real-world fun on a bike, a mid-size (or even litre-size) V-twin has it all over the I4s. Low down torque, power on tap from word go, the ability to get onto the throttle deep in a corner – all of this has far more relevance to the everyday rider than 280 kmph top ends. And don’t think its limited to the road – one of the principal joys to those of us v-twin riders who do track days is powering around a GSXR1ZX whatever as they wobble through a tight bend. You can keep your identikit plastic race replicas – if you want to experience the real joy of motorcycling, give a twin or a triple a try.
aaron says
this is the idea behind the supermono I’m drawing up right now. the goal is a minimum of 40hp at the wheel at 300lbs w/ a half tank. more power or less weight would be welcome, but it’s a first build. a street version of the tigcraft minimono would be more fragile and have a peakier powerband, but what can you say to 55hp and 210 lbs? kinda like an extra powerful 125 gp bike, without the stupid powerband!
now, the one to watch out for will be aprilia’s rs250 replacement. rumor has a 450cc 4 stroke v-twin in an updated 250 chassis. ummmm, does “updated” mean lighter and stiffer than the lightest, stiffest bike that someone over 5’9 can fit on?
the 675 rocks, suprising spread of power and awesome sound. the ergos are a little too extreme, though. you need your forearms horizontal to get a good heave on the bars, and the position the rest of your body needs to be in to achieve this is not nice. funny enough, I had no problem in a straight line…
oh, back to the streetmono… anyone know of an xt600e motor coming up cheap?
Dodgy says
Gotta agree on the lightweight, grunter approach. Methinks the Aprilia SXV450/550 may have already perfected the concept…
coho says
The liter bikes sell. They will continue to do so. To most Americans (even many (so many) of the motorcyclists), a motorcycle isn’t a real vehicle, it’s a toy. Like a JetSki. Y’gotta have the pimpest one, right?
For the rest of us, however, there’s the SV650. Almost as much go as my 1100 BMW, and 3/4 the weight. If it had a Telelever it would be perfect.
Dave Sullivan says
I don’t know if Yamaha are selling their XT660 in the States, but I’ve just had a go on one and it is brilliant for the sort of riding you are talking about. It has a 660cc single, so loads of torque, which coupled with light weight means it has fantastic acceleration in the 50 to 80 mph range that is just what you need here in the UK. The upright riding position and wide bars also mean it’s agile and fun in traffic too. Try one if you get the chance.
aaron says
(for dave in the u.k.) the sportbike version of the xt was supposed to be awesome, and may be cheap when you can find them- i think it was called szr660? chech out a bimota if you’re in the market there too-the supermono bb1 was dirt cheap around 2000 because they found something like 100 in a warehouse after bimota went under last time. I was seeing (trusting my memory) new ones for 4000 squids, so 2500-3250 might be the going price now? counting the days until these are 15 years old, so I can bring one to canada!
(replying to coho) I think the american literbike syndrome is due to those superhighways… easier to blast up to high speeds in a straight line on a literbike. no need to learn to corner, if you want to go fast – now! also when commuting droning along at 4500rpm is more relaxing than droning along at 6000. curious to see what the average displacement of bikes around deal’s gap is, and how it compares to, i don’t know, montana or texas, or wherever the straight lines are king.
Al says
I agree with JoeKing on the ‘race fantasy’ factor, BUT, we live in this awsome country where we can soup-up our bikes with no limits. We have skilled people at the shops that will tune-up your Ohlins suspension to the pound, the EPA people can’t do squat about modifications to your engine, etc.
V-twin = Meaty, end of story. I own an ’04 sv650s, yes its a sissy bike, but I enjoy the fact that I can squeeze the hell out of it without the track bike consequences (except last sunday [washed out of a corner at 70]) on a daily basis.
The components (suspension, brakes) are terrible. Should I spend 3k upgrading it? I don’t know, because the styling is….tacky.
What about Ducati?
Woo Hoo says
Requirements:
Different – I do not like the idea of pulling up at the lights next to the same bike I’m on. I would never buy the same miike as my mates (that’s their territory).
Reliability – I ride 100k most days of the week year round. I also buy a bike with long term ownership in mind.
Cheap – I hate paying more than it’s worth
Outcome = Sachs roadster 650. Power where you need it, light, reliable, cheap and not many about.
Keep an old airhead for special rides – their almost free to run.
Diesel says
(I know this is an old post,but it was suggested that I read it, and one post really hit a nerve.)
JoeKing – I agree that big sportbikes are there to fill people minority complexes, and that’s exactly why I don’t like them, all these 20 somethings with 180 mph bikes that can’t ride. I doubt that more than 1% of the biker (all bike riders) population can fully exploit the full potential of a 600cc bike, let alone one with 1000 to 1400cc.
filteredsoul says
I am also part of the small bike (pending) revolution. I’m in the US, and I’m bored of 600’s and 1000’s. Roland Sands and Troy lee have come up with a dirtbike (450) roadracer that “could” make a dent in the big bike thing. 450moto.com if you’re interested. It looks awesome to me, and hopefully the factories will jump on it, and hopefully someone besides me here in the US will buy into it. Why are the NSR’s and RGV’s still the coolest bikes that never made it over here? Smaller=better.
Rafe03 says
–My 2 favoritest bikes were/are Suzuki X-6 Hustler (aka T20) and a 75 Yamaha XT500.
The X-6 was the sassy bike of the late 60’s. Great under 70 mph & a sound that carried for blocks!
The XT has so many great faces, traffic carver, pretend retro-racer (500 single, like G50, Manx, Rudge, etc. If you squint, I do look like Mike the Bike!) logging road touring bike, cruiser, (well, that’s a real stretch! But ask me about the $8.43 air seat that I built for highway cruising.)
Although I can’t ride these days, I can’t sell the most fun bike I’ve ever ridden!
Rafe03
H W Pfabe says
To Aaron,
As I recall, I read a while back that those Bimota’s found in the warehouse were all bought up by one man in Italy, as well as all the spare parts, who now does sell them, but they do demand quite the premium, as he sells them for what he sees fit.
H W Pfabe says
I think that this was all in the design intent of the MT series from Yamaha. If you read the development write-ups on the Yamaha Europe site, while the MT-01 and MT-03 are very different from each other, they were both intended to be bikes that you could get on, and ride and start having fun on right away, not have to take to a track or take an hour away from where you live to hit roads that brought out the true spirit and fun in them.
As for me, I ride an R1, but am fixing up an SRX250 for some lighter fun. Would love an MT-01 or MT-03, but they don’t sell either in the USA (and only the MT-01 in Canada, for a hefty price tag).
jimmy says
thank you over and over again! your voice NEEDS to be heard, “streetable power” or as you say “Accessible High Performance” NEEDS to be the tag line! after all kids with just a few years ridding experience are killing themselves right and left buying into this super bike craze. And that’s far worse (for short and long term business) than tobacco after all!