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INDUSTRY NEWS

THE RIZOMA STEALTH MIRROR

THE RIZOMA STEALTH MIRROR IS MORE THAN A REARVIEW MIRROR. IT IS ALSO AN AERODYNAMIC WING AND IS PATENTED AS THE FIRST CONVERTIBLE MIRROR.

It takes more than vision to provide innovation to a functional element of a motorcycle and make it into something more than what it is. Street motorcycles are required to have mirrors or at least one mirror to considered road legal. Thanks to MotoGP and WorldSBK, aerodynamic wings are all the rage, serving as both a functional element in reducing wind drag and providing a new look in the form and shape of the bike. The Rizoma Stealth Mirror combines both the form and function of the mirror and winglets.

The issue that I've had with winglets on street devoted motorcycles is that beyond looks, there isn't much service in them. You're not reaching speeds on the road to effectively benefit from the downforce influence of the wings. Until recently, both the OEM and aftermarket options for street dedicated bikes, have leaned more toward the side of ostentatious.

My sentiment towards mirrors is similar. In my fleet of personal street bikes, one of, if not the first modification that I make is the removal and replacement of the stock mirrors with a single bar end of minimal design. In the three decades that I have been riding, mirror tech and selection have pretty much been more of the same. So, it is very exciting when something new is introduced that matches the design styles and concepts of today's modern sportbikes.

The Rizoma Stealth Mirror features a model-specific fixed part that is mounted directly on the fairing and a moveable component that when flat, from head-on, looks and functions as a winglet. When rotated 90

degrees, from the rider's vantage, a convex mirror is revealed. riding.

The Rizoma Stealth Mirror is made from billet aluminum with distinctive textures and contrasting laser scoring and is available in three different anodized color options: black, silver and thunder grey.

In wing mode, the Stealth maintains an angle of 25 degrees ground clearance, achieving a downforce of 40N at 300km/h, at qualifying speeds. Other benefits include improved grip and stability for safer

ENGINEHAWK MOTORCYCLE JACKETS A NEW APPAREL BRAND BY RIDERS, FOR RIDERS, ENGINEHAWK MOTORCYCLE JACKETS IS STAGED TO MAKE AN IMPACT ON THE GLOBAL MOTORCYCLE COMMUNITY.

Enginehawk is a new motorcycle apparel line of safety gear from the same United Kingdom-based outfit that brought you Ruroc helmets. The team at Enginehawk present their lineup in a very straightforward, no-nonsense manner. They endeavor to provide quality safety apparel for today's rider that not only looks the part but will deliver when it counts. Their gamut of jackets spans the range of current and popular street riding styles. They seem to have a look and fit for the cruiser, the sport rider, the cafe racer, and even the hooligan. Enginehawk worked with principles in both the fashion and motorcycle engineering fields to compose the look, fit and feel of their jackets. It shows. The designs are sleek, minimal, and straightforward but refrain from being boring. They are quite the opposite. They evoke excitement without being ostentatious. They are subdued but emphatically badass. If the television show, "Happy Days" was in production today, the

Fonz could easily be wearing Enginehawk's .50 Cal jacket or their Hawkeye UV jacket and be authentically cooler than he was before... Also taking into account that the Fonz would be riding something more modern and more riveting than his 1949 Triumph Trophy TR5.

Enginehawk's jackets provide ample safety features that include SASTEC's CE-approved triple flex level 1 or 2 armor at the back, shoulders, and elbows.

The company states, "Enginehawk was born with the aim to revolutionize the motorcycle industry and completely redefine what motorcycle apparel can be." And while there are plenty of moto-apparel companies on the market today, Enginehawk is taking a different approach that is geared to create a significant connection between the brand and their customer base. The moto-apparel manufacturer has created an online community with their Task Force Echo Hotel which allows for direct feedback and input on current and future product developments from the global riding population.

The Enginehawk male jacket line includes 11 styles, as well as a Thermo Bomber and Vest, designed to wear underneath a jacket but can stand on their own as a point of style. A lineup for ladies is currently in the works. The global website is live now. Official sales launch on April 27

SLINGSHOT'S WOMEN BEHIND THE WHEEL INITIATIVE TO CELEBRATE INTERNATIONAL FEMALE RIDE DAY

POLARIS LAUNCHES SLINGSHOT'S WOMEN BEHIND THE WHEEL, A SINGLE-DAY EVENT TO CELEBRATE THIS YEAR'S INTERNATIONAL FEMALE RIDE DAY IN HOUSTON, TEXAS.

Polaris Slingshot's Women Behind the Wheel Initiative is an experiential demo ride program designed to create an inviting space for likeminded women who share the same passion and enthusiasm for driving. In the spirit of celebrating International Female Ride Day, the single-day event will focus on bringing women together and getting them out on the road in a Slingshot.

Women and aspiring riders are invited to engage in a full day of test riding the 2021 Polaris Slingshot model lineup and meet women who already own Slingshots. Professional racer Loni Unser will be in attendance offering "pro-tips" for driving the SLingshots that feature manual transmissions.

“We proudly celebrate the female riding community. As more and more women are turning to powersports as a recreational hobby, we want to empower those aspiring riders and welcome them to the Slingshot community,” said Collett Mazula, Senior Marketing Manager for Polaris Slingshot. “Over the last several years, we have seen a steady increase of women buying and driving Slingshots. Women have always been driving, but gone are the days where the perception is that they’re only passengers. Now, the driver’s seat calls her name, as she cruises scenic roads, turns heads downtown, and customizes it to her style.”

Slingshot's Woman Behind the Wheel will take place from 11 am to 5 pm at Team Mancuso Powersports Gulf Freeway in Houston, Texas. Product walkarounds and demo rides will be available throughout the day. A group ride is scheduled for 5:30 pm.

The plan is to take the Slingshot's Woman Behind the Wheel program on the road after the International Female Ride Day launch event with quarterly activations in different cities across the U.S.

THE HUSQVARNA E-PILEN CONCEPT

THE HUSQVARNA E-PILEN IS AUSTRIAN MANUFACTURERS FORAY INTO THE WORLD OF ELECTRIC VEHICLES.

Joining the world of zero-emission motorcycles, the Husqvarna E-Pilen is Husqvarna's offering, engineered and developed for today's riders that flourish in urban settings. Taking notes from the Vitpilen and Svartpilen models, the concept E-Pilen possesses a power output of 8 kW (11 hp) and a range of 62 miles. The battery system is modular and swappable so that the power pack can be exchanged as other battery brands or options become available on the market.

Husqvarna is targeting the city rider with the E-Pilen. They are actively establishing a dealer network in urban and metropolitan markets. The E-Pilen is the brand's introduction electric vehicle, and they recently announced the Vektorr Concept, an eco-friendly scooter.

20 | SPORTBIKESINCMAG.COM | MAY 2021

2022 SUZUKI GSX-S1000 - FIRST LOOK REFINED. SPORTIER. MORE AGGRESSIVE. MORE ATTITUDE. SUZUKI UNVEILS ITS 2022 GSX-S1000.

The 2022 Suzuki GSX-S1000 is ready to take it to the streets. Armed with more power, striking new looks, and new technology, the 2022 GSX-S1000 returns to the naked sportbike fold with a vengeance.

The 2022 GSX-S1000 employs the engine fundamentals of the GSX-R 1000 engine, housed in a lightweight twin-spar aluminum frame. The new engine offers an increase in horsepower and overall engine performance when compared to its predecessor. The 999cc, four-stroke, DOHC, liquid-cooled, inline four-cylinder engine is highlighted by new camshaft profiles and new valve springs, improved cam chain tensioner and adjuster, FEM (final element method) aluminum pistons and new ride by wire electronic throttle bodies.

Suspension and braking duties are in good hands with fully adjustable KYB 43mm forks and Brembo 4 piston radial-mounted calipers with twin 310mm discs on the front end. At the rear, the GSX-S1000 employs a single, easy-to-adjust shock connected to the same swingarm as the GSX-R1000 and a single Nissin brake setup with a 240mm rotor. These factors, along with a curb weight of 472 pounds, contribute heavily to the new GSX-S1000's ease of rideability, handling, and agility.

The GSX-S1000 is fitted with TRP six-spoke lightweight castaluminum wheels that operate on Dunlop's new Roadsport 2 radial tires.

A new exhaust system for the 2022 Suzuki GSX-S1000 tucks a redesigned mid chamber behind the header pipes, with a second catalytic converter that lowers the center of gravity while delivering a boost in the low to mid-range revs. The flow from the mid chamber to the new muffler is managed by the SET (Suzuki Exhaust Tuning) valve.

The 2022 Suzuki GSX-S1000 utilizes a six-speed, close-ratio gearbox that features staggered shafts. There is a new rotary sensor that transmits movement data to the ECM for an improved response from the bi-directional quick-shift system to the rider's input. The new GSX-S1000 also gets the most current edition of the SCAS (Suzuki Clutch Assist System) that increases plate pressure under acceleration but also acts as a slipper clutch when braking.

The Suzuki Intelligent Ride System (SIRS) provides the 2022 GSX-S1000 with a three-mode (Active, Basic, and Comfort) drive

selector, a five-mode advanced traction control system as well as easy start and low RPM assist systems. The electronic suite continues with an oil-cooled, three-phased charging system for the factoryinstalled maintenance-free battery. Then there is the Computer Area Network (CAN) wiring harness that doubles an info network, allowing the GSX-S1000's sensors and microcontrollers to be in direct communication with one another.

A high visibility LCD dash is centered at the handlebars, displaying all pertinent ride and motorcycle information. It also presents related info from the Suzuki Intelligent Ride System. Handlebar switches allow you to manipulate ride modes, data displayed, in addition to the expected standard switch functions.

In the style department, this GSX-S1000 is operating on a completely new vibe. The body line work has been refined, hardened, and sharpened. The bike's newly aggressive stance is a case study in form and function. The new fuel tank now holds 5 gallons of petro. That's half-gallon more than prior models. A new lower seat at 31.9 inches lends to the new ergonomics for rider comfort and durability on longer commutes but still retaining a sporty attack riding position. Broad shoulders with sculpted lines connect the rider to the bike with confidence. A new matte black tapered cast aluminum handlebar is .90 inches wider with an upward rotation create an upright riding position.

And yes, everyone is now on the winglet train. It seems now that it is more about how well you can disguise your winglets. The 2022 Suzuki GSX-S100 does an impressive job at it by blending the fuel tank cowling and the radiator shrouds where the winglets are mounted.

Perhaps most notable is the new vertically stacked LED headlight assembly that creates a new face for the GSX-S1000. The headlights are topped with a single LED position light. The LED lighting tech continues with the thin front and rear turn signals and a flat rear combo tail and brake light.

The 2022 Suzuki GSX-S1000 is offered in three color options: Metallic Triton Blue, Metallic Matte Mechanical Gray, and Glass Sparkle Black. The 2022 Suzuki GSX-S1000 is scheduled to arrive in Suzuki dealerships in the Fall of 2021.

2022 SUZUKI

2022 SUZUKIHAYABUSA

THERE ARE MOTORCYCLES... AND THEN THERE’S THE SUZUKI HAYABUSA.

WORDS: PETER JACKSON IMAGES: KEVIN WING

POP CULTURE IS full of such references. If you stroll up to a stranger and yell “D’oh!”, chances are he’ll know you’ve watched The Simpsons once or twice. Or if you suddenly start walking backward like you’ve got grease on your feet, it’ll be safe to assume you’re a Michael Jackson fan. And if you happen to say the word “Hayabusa”, accompanied by those saucer-like eyes that so often proceed a ride on the motorcycle named after the Japanese Peregrine Falcon hunting bird, people around you shall immediately know you’re a lover of going fast. Real, recklessly fast.

The Suzuki Hayabusa is one of the very few motorcycles that has transcended its own genre. Moving from a beloved vessel delivering speedy sensations to a bunch of bike junkies to one the wider public knows, admires, and fears in equal measures.

The Hayabusa is a hugely important machine to Suzuki, first appearing on the scene in 1999 and promptly snatching the title of World’s Fastest Motorcycle away from the Honda CBR1100XX Super Blackbird. Since then, however, it’s only received one model update. That was in 2008 when the 1298cc inline four-cylinder was enlarged to 1340cc. It was matched to a new chassis wrapped in slipperier, faster bodywork, and left at that for, wait for it… the next 14 years.

That’s a tragically long time to leave such an icon untouched. And for a while, it looked as though the Hayabusa would be moved to pasture to join Suzuki’s catalog of greatest hits. The list of which includes the GSX-R1100, GS750, and the RG500.

But that’s not what the Big S had in store, for they, ladies and gentleman, have given new life to

their own aging Peregrine Falcon. The $18,599 MSRP 2022 Suzuki Hayabusa is not a ground-up redesign. In much the same way the 2008 model was an evolution of the original, so too is the 2022 edition. Retained is the 1340cc inline-four engine, producing 187 hp at 9,750 rpm and a 110 lb-ft of torque at 7,000 rpm. That compares ill-favorably to the 2008’s 194 hp and 114 ft lb-ft, but that bike didn’t have to contend with the miles of strangling emissions laws this one does, in everything from electronics to exhaust design.

The majority of the engine has been thoroughly overhauled, with engineers going from top-tobottom to make everything smaller, lighter, and more efficient. And besides, this is no longer a bike about pure top speed. Suzuki’s beefed up the midrange torque substantially for 2022, ensuring the Hayabusa has more than enough go on tap for the majority of riding ’Busa owners will do on the street.

The chassis is similarly un-new, a revised version of the original twin-spar unit. It’s slightly steeper in the steering at 23 degrees (down 0.4 degrees), and with a wheelbase of 58.3 inches, it’s some 2.4 inches longer than a GSX-R1000R. This is coupled with a 582 pounds of ready-to-ride weight with a full 5.3 gallons of gas, a whopping 137 pounds more than a GSX-R. Conventional, fully adjustable KYB suspension working with Bridgestone’s brilliant S22 tire and Brembo Stylema four-piston calipers keep everything on the straight and narrow.

Suzuki has reshaped the bodywork to make it even more wind-cutty than before thanks to hours in its new wind tunnel, and you’ve got stunning touches like the flush-mounted indicators and the LED lighting that looks bad as a mofo under the night sky. Whereas the old 2008 model was

TO RIDE A SUZUKI HAYABUSA IS TO EXPERIENCE MOTORCYCLING FROM ANOTHER AGE...

like precious stones and metals in the electronics department, the 2022 edition of the Hayabusa legend is like bitcoin.

As part of the Suzuki Intelligent Ride System (S.I.R.S), there’s a six-axis IMU, 10-stage traction control, 10-stage wheelie control, six different power modes (three preset and three customizable). There's a sublimely smooth twostage up-and-down quick shifter, three-stage engine brake control, three-stage launch control, cornering ABS, cruise control, an active speed limiter, hill hold control, and even slope descent control, which prevents the rear wheel from lifting under heavy braking when descending.

But the question is, does it all work? Glad you asked.

To ride a Suzuki Hayabusa is to experience motorcycling from another age. Sportbikes have changed dramatically since 1999, and even though the new edition has enough electronics to safely land you on the moon, it still feels very much like the old one.

Get the motor fired above 5000 rpm in second gear and the closest comparison must be like getting shot out of a canon. You are vaulted into your near future at an epic rate, the Hayabusa flying low and straight with a kind of mature intensity compared to something like a GSXR1000R. Dialing in the power hard while exiting long corners is pure sex for motorcycle maniacs, as you allow the Busa’s intoxicating induction roar to fill your ears like a symphony of sensual screams.

The Hayabusa glides through long, sweeping corners like its namesake. This is not an agile, canyon carving motorcycle in the current sense of

the term. You’ve got nearly 600 pounds to play with here, so respect is very much the order of the day and you can’t smack it around like a 600. You’re saved from imminent doom by the massive army of electronics protecting your ass. The traction control is especially good. Its activation as unobtrusive as a stagehand on Broadway. You’ve such adjustment at your fingertips, you will easily be able to find the ideal ride settings that will have you munching miles for years.

It’s a little hard to know exactly who will buy the new Hayabusa because times have indeed changed. The Hayabusa is a motorcycle for a very particular type of rider. And Suzuki is aiming this as their premium grand sports tourer, a bit like a Mercedes AMG GT 63 S.

To that end, it’s disappointing not to see little things like the self-canceling indicators or steel brake lines, but Suzuki has managed to keep the price south of $20k, so that should be commended. Those faults aside, motorcycling as a whole is better for having a name as legendary as that of the Hayabusa back front row center. Like Marc Marquez missing from MotoGP, going fast just wasn’t the same without the Hayabusa.

2022

INDIAN FTR R CARBON

WORDS: PETER JACKSON IMAGES: JORDAN PAY

INDIAN MOTORCYCLE’S FTR has grown up. No longer the long-haired hell raiser it was back in 2019 with its 19-inch front and 18inch rear wheels wrapped in Dunlop DT-3 dirt track-style rubber, the FTR has a new, more civilized demeanor.

Now a fully-fledged member of the naked bike establishment, the FTR (no longer named the FTR1200) comes complete with the class’s ubiquitous 17-inch wheels wrapped in sporty Metzeler Sportec M9 RR rubber. New fuel injection mapping has cleaned up the jerky throttle response that plagued the first generation FTR1200, and the R Carbon member of the family gets a pair of shiny new gold fork legs from Sweden to show off its new level of worldly sophistication.

But as they say, a leopard can’t change its spots.

When you strip away the façade, the FTR is still an American brat with a middle finger squarely up at the Europeans and Japanese who dominate the big-bore naked bike category. It’s a four-strong in a line-up that consists of the $12,999 base model, $14,999 FTR S, the $16,999 FTR R Carbon and the $11,499 FTR Rally that still uses the 19-inch/18-inch wheel combination. The FTR is the only true American performance naked bike if you’re looking for an alternative to the norm, and being the posh bastards we are at Sportsbike Inc., we decided to go straight to the top and review the King Daddy FTR R Carbon. Only the finest here at SBI…

So what do you get for the $17K? Well, for one thing, you get lots of carbon fiber. Carbon tank shrouds, front and rear guards,

headlight nacelle abounds. The woven black exclusiveness matches beautifully with the fully adjustable gold 43 mm Ohlins fork and shock that pivots directly off the swingarm with no linkage. The fitment of the Ohlins makes for a far more tolerable ride than on the Sachs units on Gen 1 FTR, with better damping control, less shock transmitted to the rider over bumps and better overall braking and acceleration performance.

The brakes remain unchanged in the Brembo four-piston monoblocs, and the Akrapovic exhaust is now a blacked-out unit on the R Carbon.

There are little cosmetic improvements everywhere. Like the now silver seat unit that accentuates the ribbed design aesthetic. The premium seat cover with lovely red stitching and the sharper angle of the tail light all giving the FTR R Carbon a very premium feel.

And you get cruise control as standard on the R Carbon. Halle-fucking-lujah!

Indian’s Ride Command electronic control center is also unchanged in the 4.3-inch touchscreen TFT dash that allows you to change riding modes and switch traction control on and off. Although hooligans out there will lament the fact ABS can no longer be switched off, so backing the bad boy in under brakes is sadly a thing of the past. Sometimes, growing up hurts.

Ride Command gives you three modes with which to play in Sport, Standard and Rain. And after the first hour on board in Sport, I dropped a level to Standard and kept it there. Sport is, well, sporty, to say the least. The

INDIAN’S FTR IS NOW A FUNCTIONING MEMBER OF THE NAKED BIKE SOCIETY...

throttle response is ultra-direct. Which is great fun if you’re getting after it on a track or in the twisties but it’s a bit too much everywhere else.

There’s a claimed 120 hp on tap with the FTR R Carbon, and it’s a rowdy party between your legs. The FTR has performance to burn. You don’t need 160 hp to have a good time, especially when you look this good. This is a motor that likes to lug. Keep the revs in the medium range of about 5-7000 rpm and you’ll have a happy Indian below you. Revving the FTR out isn’t the name of the game as the vibes coming from the motor into the frame will kill your vibe. So it’s best to take everything with a bit more a relaxed frame of mind.

But the elephant in the room is the question of the wheels. Do they make the difference? Absolutely they do. The 17-inch wheels and sticky-as-honey Metzeler RR rubber turns the FTR from a wayward headbanger into a dance partner you’re happy to tangle with. Everything is improved —braking stability, initial cornering performance and feel, and exit acceleration thanks to a tire that wants to bite and grip. Not just spin for show.

You can now hustle the FTR with the kind of speed reserved for Europe’s finest, and the individuality born into an FTR R Carbon especially will ensure no one will ever mistake you for being on any other machine on the road.

Indian’s FTR is now a functioning member of the naked bike society, and although it’s lost a touch of its charm with its new 17-inch shoes, it’s gained so much more in the process.