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Selasa, 15 Februari 2011

Honda Jazz

9 August 2009

WE STOOD SCRATCHING our heads, thinking that this was not going to work. How on earth were we going to stuff a mountain of boxes into this hatchback? Honda had set an exercise for us to showcase the phenomenally spacious and flexible interiors of the Jazz and to have a bit of fun as well. The amount of luggage was fit for an estate car but the Jazz’s ‘magic’ rear seats which lift, spilt and fold completely flat lived up to their name by conjuring space where
you thought there was none.
SPACE shuttle
The brilliance of the Jazz lies in its unbelievable space efficiency. It also demonstrates Honda’s engineering expertise and lateral thinking in putting to good use every millimetre of the car. The key to the brilliant packaging is the cab-forward design and centrally-mounted fuel tank which liberates space under the rear seats (where most fuel tanks usually sit). So even though this car’s wheelbase, at 2500mm, is shorter than other big hatchbacks like the Hyundai i20, the car has acres more space.
Entry into the massive cabin is made easy by large doors which open wide. Outside visibility is superb, thanks to the generous glass area (especially the large, front quarter-windows) and slim A-pillars. The front seats have a tall seating position and are pretty broad with generous bolstering but there’s no height adjust which compromises ultimate comfort.
In the rear, the seat squab is a touch short, so under-thigh support is not as good as we would have liked. Other than that, it’s hard to fault the back seat. The high ‘H-point’ adjustable back rest, terrific head- and legroom plus generous width make the Jazz’s bench the comfiest we have seen in any hatchback by far. The rear seat is wide enough for three persons and the absence of an armrest makes life better for the middle passenger. The flexible manner in which the rear seats function is also outstanding. Well-engineered latches and levers allow you to flip up or collapse the seats neatly into the floor, with just one hand.
The tricks don’t end with the seats. You can spend the whole day discovering ingenious storage areas Honda has carved out of the Jazz. There are two medium-sized gloveboxes with a shelf in between, some storage space under the central console and between the seats, a secret box under the rear seats as well and 10 cupholders. Yes, ten! One in each door — four, one each at each end of the dashboard in front of the air-con vents (to keep your drinks cool), two ahead of the gear lever, and a pair between the front seats. Honda hasn’t spared the boot area either. There’s a small shelf tucked into the side. The boot area is massive too – 366 litres which can take a couple of large suitcases without the need to fold the seats. The large boot has made conspicuous the absence of a rear parcel shelf — a shocking omission for such a pricey hatch. Come on Honda, even the Maruti A-star has one!
Thankfully, such blatant cost-cutting isn’t carried over to the passenger area. While the Jazz shares a lot of its mechanical components with the City, there is very little on the inside to suggest this. The steering wheels, dials and gear knob are the only bits that are shared but otherwise the Jazz’s cabin has a completely different vibe to it. In fact, interior quality feels a notch above the more expensive City. The Jazz’s plastics and fabrics have a richer feel and even the doors shut with a more solid thud than the City’s.
The dashboard design and functionality is very different from the norm. The chunky air-con knobs have a solid feel and function superbly, except for the low-rent fresh air/re-circ slider. Honda has packaged all the essentials into the top of the central console, freeing up storage space below. The Jazz gets a CD player unlike the City’s music system which runs off a memory stick or iPod. Steering audio controls, real-time fuel consumption, airbags and ABS are also standard. There are no alloys but the dull silver wheel caps on steel wheels look quite good.
There was a time when all Hondas looked boring. Designed to be inoffensive to the majority of the world’s population, a Honda’s safe lines and bland details made it dull to look at. Today, however, things are very different. The Civic and City have path-breaking designs and the Jazz, despite its MPV-like proportions, looks terrific too.
The edgy styling gives the Jazz a futuristic look that modern Hondas are known for. The stubby, pointed nose with large triangular headlights is particularly stunning. The power bulge on the bonnet catches the light perfectly and the car has been given a strong chin too, which goes well with its tipped-forward stance. Honda designers have used a bulging rear wheel arch with strong cut lines to break up the mass of the side of the car and at the rear a wide, flush-mounted windscreen makes the car look unique too.
The Jazz comes with a wide range of engines for international markets but for India there is only one engine option — a 1198cc petrol motor developing an impressive 89bhp. Cars with engines below 1.2 litres get huge savings in excise duty and this is the main reason why the Jazz and most other hatchbacks come with engines under this limit.
However, all 1.2-litre engines are not the same, especially if it’s a Honda. While Maruti and Hyundai offer double overhead camshafts on their 1.2 engines for greater performance and control, Honda fights back with a single camshaft but with a new version of its patented variable valve timing system (i-VTEC). One of the jobs of the i-VTEC system is to improve the flexibility and efficiency of the engine. Slender rocker arms play the 16 valves like an expert trumpeter, deactivating one intake valve below 2100rpm. This not only improves efficiency but improves low-end response, the theory being that the narrower passage (with only one valve closed) speeds up airflow.
The theory works. The Jazz responds smartly to a dab on the accelerator and feels quite perky at low speeds. Ambling in traffic is quite easy and part-throttle response is pretty good. However, Honda motors work best at high revs, where they almost seem more at home and the Jazz’s motor is no different. It gets a second wind past 5000rpm and races to its 6500rpm redline. Flat-out acceleration is pretty strong, considering the size of the motor. Zero to 100kph comes up in 13.2seconds with 120 taking a total of 18.6sec. This easily makes the Jazz the fastest of the 1.2 petrol brigade. This engineis also very refined. Idle is almost inaudible, the motor purrs at low engine speeds and it’s only when you are really pushing it to the maximum that it gets slightly louder.
If there is a flaw in this engine it’s the weak midrange. Peak torque is a decent 11.2kgm but it is developed at a high 4800rpm. It feels quite gutless below 4000rpm and you have to constantly downshift to avoid getting bogged down. Drivability is further hampered by the significant gap between second and third gear ratios. It’s just as well that the slick-shifting gearbox is an absolute delight to use.
On its raised suspension and weedy tyres, the Jazz doesn’t quite handle like a hot hatch and this is not a car you look forward to getting behind the wheel of on a twisting road. The stiff chassis and taut suspension give decent body control but the limitation is the low-rolling resistance Michelins, which give up grip quite easily. The steering feel is similar to the current City’s — not completely disconnected as before but still a touch too light to instill confidence at high speeds. Ride quality isn’t brilliant either.
The jacked-up and stiffened suspension copes well with smooth surfaces but it crashes over sharp ridges and potholes, which makes it pretty jarring for passengers. Also, the tyres drum up a fair amount of road noise on patchy surfaces and this is accentuated by the silent powertrain.
Dynamically, the Jazz is a far cry from the Fabia or Grande Punto which feel much more planted and secure at highway speeds and over rough surfaces. Pushing the Jazz to its limit isn’t always fun and you are much happier turning the pace a notch down. The Jazz is not a great highway car and it feels most comfortable at moderate speeds in urban surroundings where the light steering and nimble handling become strengths.
Available with only one engine option but in three variants, the Jazz’s pricing is stratospheric by hatchback standards. The base model nudges Rs 8.28 lakh (on-road, Mumbai) while the top-of-the-line Active model, which gets an assortment of sporty body mods and add-ons costs Rs 8.66 lakh. There is a decent level of equipment but not enough to justify the over-the-top price. To put it in perspective, a fully-loaded Skoda Fabia 1.2 costs Rs 1.6 lakh less. The Jazz’s price is closer to the City’s, which is also expensive by saloon-car standards.
But the Jazz offers more in some areas than its saloon sibling. The build quality is better, especially on the inside, and the rear seat is more comfy too. Plus, it offers practicality no saloon car can hope to match. Look at all the flexible luggage space and you know why Honda chose to call this car the Jazz — it can swallow a whole jazz band, trumpet, trombone, saxophone, drum kit and possibly the double bass too.
No doubt, the Jazz is a brilliantly designed and engineered car. The 1.2 engine is adequate for city use and promises to be efficient. Like most Hondas, the Jazz should be super-reliable. As an overall package, it does the job better than any other hatchback in the market. It offers everything except value for money,  especially for a hatch.
However, what you get is something unique, a classy, well-thought-out and engineered car built to global standards. You get that precise Honda fit and quality, the brilliant packaging, plenty of clever bits and the promise of great fuel economy and reliability. If you are looking for an entry saloon or pure driving pleasure, the Jazz is not the car for you. It’s a smarter, more stylish and better packaged alternative to a saloon but nonetheless an expensive one.

  • Flexible, spacious cabin
  • Peppy performance
  • Equipment
  • Expensive
  • Engine lacks torque


Price 8.26 lakh (On-road price Mumbai)
Length 3900 mm
Width 3900mm
Height 1695mm
Wheelbase 1535mm
Ground clearance 160 mm


Installation Front, transverse
Type Layout4-cyls in-line, 1198cc
Bore/stroke 73/71.58mm
Power 89bhp at 6200rpm
Torque 11.2 kgm at 4800 rpm
Gearbox 5-speed manual
Brakes(f/r) Ventilated discs/drums
Tyre size 175/65 R-15

Senin, 14 Februari 2011


  1. Mengganti piston dengan model racing.
  2. Mendekatkan deck clearance.
  3. Membubut Head.
  4. Mengelas Head.
  5. Membubut Blok dan Piston.
  1. Merimer dome pada head.
  2. Memperdalam coakan klep pada piston.
  3. Membubut piston.
  1. Power mesin meningkat.
  2. Final gear menjadi berat.
  3. Power mesin terasa dari putaran bawah sampai atas.
  1. Mesin menjadi cepat panas.
  2. Engine break menjadi besar dan kasar.
  3. Apabila perhitungan kompresi tidak tepat, sering terjadi detonasi.
Untuk mengetahui / menghitung perbandingan kompresi (CR) dari satu mesin, kita perlu mengetahui dulu volume silinder yang akan dikerjakan.
Bore atau D : 52 mm = 5,2 Cm
Stroke 54 mm = 5,4 Cm
= 0,785 x 5,22 X 5,42
= 114,62 cc
≈ 115 cc
Volume ruang bakar diukur dengan buret lewat busi adalah 14,55 c
Jadi Volume ruang bakar 14,55 cc – 0,7 cc = 13,85
( 0,7 cc adalah Volume Ruang Busi )
Cara menentukan berapa cc isi ruang bakar yang harus kita pakai pada perbandingan kompresi yang sudah kita tentukan.
Misalnya kita menginginkan perbandingan kompresi 1 : 14 berapa volume ruang bakarnya ?
Berarti apabila kita menginginkan perbandingan kompresi 1 : 14, isi ruang bakar harus 8,84cc.
Maksud dari mengubah porting adalah usaha untuk meningkatkan atau memperbaiki efisiensi volumetric dengan mengoptimalkan aliran gas ke dalam ruang bakar.
Ada 3 faktor yang menentukan besarnya tenaga pada sebuah mesin :
1. Efisiensi mesin
yaitu seberapa dorongan pada piston yang dihasilkan oleh gaya putaran fly wheel.
2. Efisiensi thermal (panas)
yaitu seberapa banyak bahan bakar yang harus dibakar/ dipanaskan dalam silinder untuk mendorong piston turun menuju TMB secara efisien.
3. Efisiensi volumetric
yaitu membuat saluran / ukuran yang tepat untuk memompa gas secara optimal.
Macam Macam Bentuk Porting
Dalam modifikasi, Head usahakan agar tidak mendapat hambatan apapun, misalnya lubang intake dengan lubang manifold atas juga harus sama dengan joint / karet manifold, usahakan dalam merimer supaya tidak ada ruang yang menyudut.
Di antara komponen pada motor yang paling utama untuk meningkatkan kecepatan mesin adalah memodifikasi camshaft / cam/ noken as. Noken as berfungsi mengatur buka / tutup klep yang dibutuhkan untuk mengatur bahan bakar melewati klep in dan membuang melewati klep ex secara selaras.
  1. Apabila titik A menyentuh pelatuk, maka katup mulai terangkat dan akan terbuka penuh setelah mencapai puncak tonjolan ( titik B ).
  2. Setelah melewati puncak, katup akan turun kembali dan tertutup rapat setelah titik C.
  3. Dari A kemudian naik ke C dan kemudian kembali ke B disebut durasi noken as.
  4. Tinggi tonjolan menentukan Lift Max.
  5. Bentuk permukaan profil tonjolan menentukan percepatan penutupan dan pembukaan katup oleh bentuk permukaan profil tonjolannya.
Cara menentukan Lift Max pada motor balap :
Secara teori untuk motor standart, Lift Max adalah 23% dari diameter klep in. Kemudian untuk motor balap dengan sirkuit yang tidak begitu panjang, Lift Max sekitar 29% – 31% dari diameter klep in. Untuk balap dengan sirkuit panjang, Lift Max dapat dibikin sampai dengan 35% dari diameter klep.
Cara menghitung durasi ada beberapa cara :
  1. Durasi dihitung setelah klep mengangkat 1,27mm pada setelan klep 0 (zerro).
  2. Durasi dihitung pada saat klep mulai membuka pada setelan klep 0,10 mm.
Untuk mempermudah pembuatan, kita akan menggunakan cara yang ke dua. Sebelum kita ingin menentukan angka durasi, harus kita ketahui dulu berapa LC (lobe center) pada noken as yang akan kita modifikasi.
Untuk mengetahui LC, kita harus memasang noken as pada mesin dan mengukur dengan busur derajat yang dipasang pada kruk as sebelah kiri / magnet.
Sebagai contoh :
Kita menginginkan durasi 310 derajat.
Berapa derajat in open dan berapa derajat in close ?
Perhitungan Untuk Mencari in close :
310 – 180 - 52 = 78
Untuk motor balap durasi idealnya adalah 29 - 33.
Untuk lift max motor balap durasi idealnya adalah :
7,5 mm - 8,3 mm
Keuntungan menggunakan lift tinggi dan durasi besar :
  • Tenaga mesin menjadi sangat besar
  • Mesin sangat bagus di putaran atas
Kerugian menggunakan lift tinggi dan durasi besar :
  • Pada putaran bawah kurang bagus
  • Per klep menjadi tidak awet
  • Klep floating / melayang apabila pir klep tidak kuat
  • Coakan klep pada piston harus dalam
  • Bagian Base Circle digerinda kurang lebih 18 sampai ketemu lift yang diinginkan
  • Kemudian diikuti dengan menggerinda bagian ram untuk menentukan durasi
  • Menggerinda bagian flank untuk menentukan lift O/L dan membentuk profil
  • Usahakan dalam menggerinda sebuah kem dengan rata dan halus untuk menjaga agar rocker arm tetap awet dan mengurangi floating.
Bagian pada mesin berfungsi untuk membakar campuran bahan bakar dan udara yang di kompresi oleh piston, sebelum piston mencapai TMA.
Sumber arus listrik untuk menghasilkan loncatan api bisa berasal dari spul atau langsung aki.
Sumber listrik yang dihasilkan langsung dari sepul sering disebut pengapian AC, dan langsung dari aki sering disebut pengapian DC.
Pengapian AC
Keuntungan menggunakan sistem AC :
  • Sistem listrik langsung sesuai dengan putaran mesin.
  • Tidak perlu menggunakan aki
Kerugian menggunakan sistem AC :
  • Putaran mesin sedikit berkurang, karena gaya magnet yang ada
Pengapian DC
Keuntungan menggunakan sistem DC / Total Lost :
  • Tidak perlu menggunakan magnet
  • Berat rotor bisa dibuat sesuai keinginan kita (bisa sangat ringan)
Kerugian menggunakan sistem DC / Total Lost :
  • Harus sering mengisi ulang (recharging) aki (accu)
  • Resiko terjadi aki tekor
Perbedaan waktu pengapian standart dan yang sering digunakan untuk balap:
Pengapian untuk motor standart

  • Pada RPM rendah (1.000 – 3.000 RPM) : loncatan api pada 8 – 15 sebelum TMA
  • Pada RPM tengah tinggi (4.000 ke atas) :loncatan api pada 25 – 30 sebelum TMA
  • Api busi tidak besar dibanding pengapian balap
Pengapian untuk motor balap
  • Pada RPM rendah (1.000 – 3.000 RPM) : loncatan api pada 20 – 30 sebelum TMA
  • Pada RPM tengah sampai tinggi ( 4.000 ke atas) : loncatan api pada 35 – 42 sebelum TMA
  • Api busi besar
Macam macam jenis CDI
1. single map
cdi yang terdiri hanya dengan 1 map/kurve
contoh : cdi bawaan motor, cdi brt dual band
2. multi map
cdi yang terdiri lebih dari 1map / kurve yang dapat kita pilih sendiri dengan beberapa click.
contoh : cdi rextor adjustable, cdi brt smart click
3. cdi programable
cdi yang bisa diatur kurve/ grafik pengapian menurut keinginan kita, yang disesuaikan dengan karakter mesin yang dibutuhkan.
contoh : rextor programable, cdi vortec, cdi brt remmote.

2010 Suzuki Hayabusa GSX1300R Review

suzuki hayabusa gsx1300r
The amazingly powerful and long haul comfortable Suzuki Hayabusa is now presented as a 2010 model and gets stylish new color schemes to mark the pass. The black one with orange graphics is the most easily distinguishable, but riders end up in the Hayabusa’s seat because of the whole other bunch of advantages that come with a bike closely priced to the GSX-R 1000. Now addressing to those who can’t decide between the Gixxer and the Hayabusa-derived B-King, the future Hayabusa rider is just an easy target.


A machine like this simply needs no presentation as the name says it all. It was the fastest production bike ever made before Kawasaki gave an answer to it in the form of the ZX-12R back in 2000 and it would still be that today if it wasn’t for the 186mph limitation that followed. Also, this is probably the most highly worked on and modified motorcycle ever as all the outrageous modification that passed through tuners minds would have first found their place on the Busa and then on smaller bikes.

In 2010, the Suzuki Hayabusa features the best power-to-weight ratio and presents itself as one of the sharpest looking motorcycles ever made after the 2008 redesign. Powered by the smooth-accelerating and fuel-injected 1,340cc, four-stroke, liquid-cooled, DOHC engine that started a revolution in its earliest form, it would seem that the drag track is the only place to exploit it, but the thing actually goes on legal roads and that’s where part of the fun actually begins. In order for that to happen smoothly, this model features the Suzuki Drive Mode Selector, which is the adequate solution for different riding styles or conditions. Mated to a smooth six-speed transmission, that overwhelmingly powerful engine gets down to business in the GSX-R style.
7. 2010 Suzuki Hayabusa GSX1300R
The frame, swingarm and rear shock are all made of aluminum alloy for proper weight reduction while the inverted front forks are compression, rebound damping and spring preload adjustable in order to give the bike a versatile side too. On top of that, the standard steering damper is a must on the Hayabusa, but that can also be said about the radial mount front brake calipers and the 260mm rear disc. ABS is also available for extra safety.


8. 1999 Suzuki GSX1300R
1999 Suzuki GSX1300R
Suzuki first introduced the Hayabusa or the GSX1300R, as it was initially called, in 1999 as a hyper sport motorcycle that dethroned the Honda CBR1100XX Super Blackbird from the “fastest production motorcycle” position. It reached a top speed of 189.6mph and the secret behind it was a liquid-cooled 1,299cc inline-four engine that developed 156hp at 9,500rpm.

But Suzuki pretty much rested on its laurels later on and enjoyed the model’s success without significantly refining it. After 2000, the top speed was electronically limited to 186mph, but that didn’t stop the Japanese maker to heavily upgrade this highly successful model in 2007. This is when the public was first introduced to the mighty 1,340cc, four-stroke, four-cylinder, liquid-cooled, DOHC, 16 valve engine that now developed 194hp. The compression ratio was increased from 11.0:1 to 12.5:1 and the 44mm Suzuki Dual Throttle Valve (SDTV) throttle bodies were added. Also, the GSX-R series “donated” the Suzuki Drive Mode Selector (S-DMS).

Although Suzuki’s hyper sport motorcycle was redesigned in 2007, the latest and biggest design upgrade came on the 2008 model year. Aerodynamics improved and the bike looks sleeker. This model carried on to 2009 with the stylish Black/Gray, Gray/Silver and White Silver color combinations.


Back in the days when it was first introduced, the Suzuki Hayabusa would have competed with the previously mentioned Honda CBR1100XX Blackbird and later on with the Kawasaki Ninja ZX-12R.
9. 2010 Kawasaki Ninja ZX-14
Now, the Kawasaki Ninja ZX-14R is Hayabusa’s fierce competitor. This bike is the result of some serious development in Kawasaki’s technological department and it is actually considered the fastest production bike at this moment. No wonder, after all, it does rely on 203 hp at 9,500 rpm. Similar to the Busa, the Ninja is powered by a 1,352cc four-stroke, liquid-cooled, DOHC, four-valve per cylinder, inline-four engine that is as well fed through a fuel injection system with 44mm throttle bodies. Even though Kawasaki did its homework with this model, the bike seems to get uglier and uglier with each year that passes, making the Hayabusa stand for refinement and good taste. The biggest Ninja has a 2010 MSRP of $13,999.

On another hand, the BMW K 1300 S is one of the latest introductions of the German maker and, definitely, one greater opponent than the K 1200 S from which the bike is derived. In fact, by producing 173 hp and 103 ft-lb at 8,250rpm, the S model from the entirely new K series is the fastest production Beemer ever made. This one is backed up by a 1,293 cc water-cooled, four-stroke, straight-four power unit with two camshafts and four valves per cylinder. The MSRP starts at $15,550, making this bike quite the alternative for the Suzi and Kawi as it meets European style with performance that would make any Japanese hyper sport proud.


2. 2010 Suzuki Hayabusa GSX1300R
2010 Suzuki Hayabusa GSX1300R
From the very beginning, the Suzuki Hayabusa was designed as a speed machine and that’s also the way it is presented today, only that a little more refined. Almost a brand of its own, the bike retains the centrally positioned headlight and signal lights that are close to the air intakes as well as its characteristic extremely low mounted screen. Suzuki designers had to position the gas tank well into the frame in order for the rider to have room to tuck into the fairing, but that was an issue solved from 1999 as the Hayabusa models are very similar in design.

Heavily tested in the wind tunnel, it actually gives the idea of being molded by the wind as it hurled down the freeway. The last big redesign of the fairing was in 2008 and that is when it became more aerodynamic and stylish, but, still, it retains the design lines of that first ever model. The four-into-two-into-one exhaust system definitely makes a difference, but, yet again, the matte black colored silencer comes from the present model year.

New for 2010 are the color schemes: Black with Orange graphics, Metallic Blue or Pearl White.

Press Reviews

"If you’ve noticed a trend so far, it’s that the Hayabusa’s shining feature, its reason for being, is the 1,340cc inline-4 powerplant hidden under the curvy bodywork. Not that it doesn’t excel in other areas—it does, as a matter of fact, stop well, maintain a reasonable amount of grip and stability in turns, and offer lots of flexibility for a variety of riding scenarios." – motorcycles.about

“Accelerating off the corners with a quiet whoosh from the twin pipes like it had been shot out of a Howitzer, it feels like some sort of macabre video game flicking through some of Road America’s tighter sections. It starts making lots of power early, and by the time the needle is past five grand all hell is letting loose. It pulls without a break until the rev limiter kicks in with a bang somewhere around 11 grand.” – motorcycle

"Rocketing down Road America’s long front straight the Hayabusa buries the speedometer needle beyond its indicated 185 mph nomenclature at redline in fifth gear. From the secure confines of the cockpit, the concrete walls, fences, trees and brake-markers get really blurry about the time to get on the brakes for Turn 1" – motorcycle-usa

"The ’Busa isn’t designed for roadracing, but Road America was the perfect venue to allow exploration of the upper gears and their blinding acceleration. Equally important was the discovery that the new front end works much better than the earlier model." – superstreetbike

"As before, the ’Busa’s ergos are roomy and accommodating for the 6-foot-plus crowd. Engine vibration is subdued below 4500 rpm, but it seeps through the bars, tank and pegs once you exceed an indicated 85 mph in sixth gear. Wind protection has been improved with an 18mm-taller windscreen that results in a remarkably low amount of turbulence." – cycleworld

"Suzuki have played around with the GSX1300R Hayabusa’s styling without losing the original’s looks and character, as a result the new Suzuki Hayabusa looks really sleek. Engine capacity had increased and so has power and torque. Handling hasn’t been significantly improved, more a gentle step forward however the brakes are a miles better, and about time." – MCN


The MSRP for the 2010 Hayabusa is yet to be announced, but considering last year’s $13,199 in USA and the current $16,299 starting price for a 2010 model in Canada, it should yet again stand out as the ZX-14’s biggest nightmare in matter of bang for the buck.


As you could notice by reading this article, Suzuki doesn’t momentarily need to upgrade their greatest ever motorcycle and obtain maximum benefits from it by only offering different paintjobs in order to set the different model years apart from one another. Yet, the Suzuki Hayabusa remains a sports bike with plenty to prove and an amazing platform for tuners to test their ideas on. Congratulations Suzuki for this motorcycle! 


3. 2010 Suzuki Hayabusa GSX1300R
2010 Suzuki Hayabusa GSX1300R

Engine and Transmission

  • Displacement: 1340 cc (81.8
  • Type: 4-stroke, liquid-cooled, DOHC
  • Bore Stroke: 81.0 mm (3.189 in) x 65.0 mm (2.559 in)
  • Compression Ratio: 12.5:1
  • Fuel System: Fuel injection
  • Lubrication: Wet Sump
  • Ignition: Electronic ignition (Transistorized)
  • Transmission: 6-speed constant mesh
  • Final Drive: RK GB50GSV Z4, 114 links

Chassis and Dimensions

  • Suspension Front: Inverted telescopic, coil spring, oil damped
  • Suspension Rear: Linky type, coil spring, oil damped
  • Brakes Front: Disc brake, twin
  • Brakes Rear: Disc brake
  • Tires Front: 120/70ZR17M/C (58W), tubeless
  • Tires Rear: 190/50ZR17M/C (73W), tubeless
  • Overall Length: 2190 mm (86.2 in)
  • Overall Width: 735 mm (28.9 in)
  • Overall Height: 1165 mm (45.9 in)
  • Seat Height: 805 mm (31.7 in)
  • Ground Clearance: 120 mm (4.7 in)
  • Wheelbase: 1480 mm (58.3 in)
  • Curb Weight: 260 kg (573 lbs)
  • Fuel Tank Capacity: 21.0 L (5.5/4.6 US/Imp gal)

Features & Benefits

Key Features

4. 2010 Suzuki Hayabusa GSX1300R
2010 Suzuki Hayabusa GSX1300R

  • 1340cc - 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
  • Front ForksFront Forks - Fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions
  • Instrument cluster features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator
  • LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish
  • Radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
  • S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
  • Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
  • Vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling

Engine Features

  • 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
  • High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation
  • Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
  • Large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations
  • Lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions
  • Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
  • SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise
  • S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
  • Shot-peened chrome-moly steel connecting rods for maximum durability
  • Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
  • Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
  • Ventilation holes at the cylinder skirt for reduced pumping losses and increased performance

Chassis Features

5. 2010 Suzuki Hayabusa GSX1300R
2010 Suzuki Hayabusa GSX1300R

  • Aggressive aerodynamic fairing design with low drag coefficient retains it’s signature Hayabusa look and features a muscular look to work with the amazingly powerful engine and cutting edge chassis
  • Bridged aluminum alloy swingarm features a cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output
  • Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place
  • Fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions
  • Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength
  • Instrument cluster features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator
  • LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish
  • Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc
  • Passenger seat and rear subframe are lowered for improved passenger comfort
  • Radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
  • Vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling
  • Wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control

Modifikasi Motor Honda Revo

Modifikasi Motor Honda Revo

Posted: 14 Maret 2009 by ratspeed in MESIN DAN BALAP
Tag:, , , , , ,
Dari sejak jaman dahulu kala, kakek kita sudah fasih melafalkan “H-O-N-D-A”, jika kamu pernah main-main ke desa, bukankah masih sering dan banyak dijumpai orang-orang menyebut motor dengan nama : HONDA. Obsesi saya sih tipis2 dengan Honda San, obsesi saya menciptakan motor kencang sehingga semua orang kalo menyebut motor kencang pasti menyebut Swega hahahhahaha… :P lak kumat lebay… hauhauhauhau…
This time, kita membahas mesin seri C dari motor honda, yang sejak model astrea star, prima, grand, supra, supra x, supra xx, honda Legenda, Legenda 2, supra fit, new supra fit, sampai ke generasi REVOLUSIONER -body doank revolusioner- Honda REVO semua menganut mesin sama. Jadi kalian-kalian pemakai motor Revo, adalah orang yang dewasa, karena apa? Because, meski tampang kalian muda, tapi jiwa kalian sudah kenyang makan asam garam hidup yang menjadikan kalian matang secara batiniah, lha piye meski model anyar, keren, ngganteng, mesin tuo lan katrok cah… Kudu nangis aku, feel useless event im trying so hard to defense myself, but the reality is still hurt. Kenapa beli terbujuk rayu mbak SPG cantik untuk beli honda revo hiks hiks hiks… T_T
Modifikasi mesin Honda C series, ada beberapa restriction : pertama, jarak baut tanamnya terlalu sempit sehingga bore up pun limited, kedua desain moncong porting yang terlalu besar, dan mengecil di dalam, melebar lagi kaya dangdut… ampun nak, sudah itu aja jangan banyak2 mencaci motor, secara gak bisa bikin sendiri gitu loh… syirik tanda tak mampu huahuahuahuah :)
Langkah modifikasi yang bisa dilakukan adalah Headwork : Pada porting intake cukup dihaluskan dengan kertas gosok kasar, gosok aja pake tangan yang kalem-kalem, sabar, takutnya kalo kebanyakan bisa kebesaran dan ngempos. Ingat perhitungan velocity porting, penti iku le!
Kemudian membenahi camshaft, cam supra untuk kohar bisa dibabat 1mm, dengan desain ramp akselerasi dan deselerasi : Exhaust -> Quick opening – Slow Closing, Intake -> Slow opening, Quick Closing. Kalo ingin wuenak ya dibuat lobe lift hingga 7mm aja bos, manteb tuh, hitung sendiri kudu papas berapa mm… mosok njuk enake dewe terus tekon wae cah ^_^
Untuk bagian liner : Maksimum oversize dengan piston jupiter z oversize 1.00, kalo ganti liner pakai punya kaze bisa masukin piston kaze oversize 200, atau mau pakai piston blitz joy dengan diameter 56mm juga bisa. Untuk tahap modifikasi ini perlu dilakukan bubut lubang crankcase, jadi pilihan tukang bubut yang sip harus menjadi target utama. Sampai disini modifikasi bisa maksimal dengan kapasitas engine 121.9 cc, dengan kubah ruang bakar standard kompresi bisa dikejar hingga 10.9 : 1 alias mantap pakai pertamax.
Kruk as bisa dimodifikasi, naik stroke 4mm sudah lumayan membantu kapasitas mesin, namun hati-hati ada area pompa oli yang akan terhantam connecting rod, sehingga connecting rod kudu dibubut sedikit agar nggak nyampluki ngendi-ngendi (biar tidak menghantam mana-mana gitu loggg) sampai sini modifikasi mantap hingga 131.7 cc, dan rasio kompresi mantap dengan 11.89 : 1, lumayan untuk mulai diisi avgas atau pertamax plus. Oiya, untuk honda Legenda hingga Revo, setang piston bisa memanfaatkan punya Grand, dengan panjang yang lebih ringkas selain untuk mengejar velocity piston tinggi, serta untuk menipu lawan karena mesin naik stroke gak bakal ketara heheheheheh… Rahasia gitu lohhh… mau tau aja :)
Untuk modifikasi sektor lain bisa dikembangkan melalui riset, kuncian utama ada pada cylider head dan blok… jangan lupa setelah modifikasi camshaft dan bore up, hitung ulang knalpot ya juragan… :) Selamat berjuang! Tetap Sehat, Tetap Semangat, biar bisa modifikasi mesin tiap hari hehehehe


Mendongkrak tenaga mesin Honda 100cc itu susah-susah gampang. penyebabnya, jarak keempat baut silinder terlalu dekat dengan liner atau boring. karena terlalu dekat, susah untuk dibore up gede-gedean, itu karena pilihan diameter piston pengganti jadi terbatas.
kalo enggak tahu cara mengakalinya, memang begitu. tanpa geser baut mesin, paling besar hanya bisa pakai piston 54-55 mm. itu pun, boring sudah tipis dan mesin jadi cepat panas.
untuk mengakali masalah ini, honda legenda dengan 100cc bisa adopsi piston honda Sonic dengan diameter piston 58 – 60mm.
yang mesti dilakukan pertama kali adalah bongkar seluruh mesin, artinya bagian crankcase juga ikut dibuka.
setelah itu, bubut bagian mulut crankcase yang menghadap pantat blok silinder sebanyak 3mm. bagian crankcase tetap kudu dibubut agar boring baru bisa masuk.
kemudian lanjut ke silinder blok sendiri, sebelum memasang atau menentukan liner piston baru, kudu bilang ke tukang bubut, jelaskan papas bagian blok yang punya jarak renggang dengan baut blok sebanyak 2 mm.
jika langkah pertama sudah, lanjut membubut bagian blok yang berjarak lebih rapat. minta ke tukang bubut untuk menyamakan diameter agar berbentuk bulat sepenuhnya.
tapi tukang bubut pasti sudah tahu harus bagaimana selanjutnnya, karena mereka juga biasanya sudah berpengalaman.
nah… setelah itu baru pasang liner baru dengan diameter 60,5 mm, lalu tinggal pasang piston. mau ukuran 58 atau 60 mm, tinggal tentukan sesuai kebutuhan.
setelah semua proses diatas dilakukan, sudah tentu kompresi melonjak dan tenaga lebih yahut…, karena kompresi tinggi, maka alangkah baiknya jika menggunakan bahan bakar dengan angka oktan tinggi, untuk menghindari ngelitik karena knocking.

Tiga Produk Toyota Kembali Raih Top Brand Award 2011

(14/02/2011) - Keunggulan brand produk Toyota di pasar otomotif nasional kembali teruji dengan menempatkan tiga produknya, Toyota Kijang, Avanza dan Yaris dalam posisi teratas Top Brand Award yang digelar oleh Frontier Consulting Group yang bekerjasama dengan majalah Marketing, demikian rilis yang terbitkan Toyota-Astra Motor.

Ketiga produk Toyota itu berhasil meraih nilai tertinggi dalam survei yang selenggarakan oleh Frontier yang menggunakan top of mind awareness (merek yang pertama kali disebut oleh responden ketika ketegori produk disebutkan), last used (merek yang terakhir kali digunakan responden dalam 1 re-purchase cycle), dan future intention (merek yang ingin dikonsumsi di masa mendatang).

“Hasil survei itu sekaligus memberikan gambaran bahwa produk dan layanan Toyota mendapat posisi kepercayaan tertinggi di mata konsumen. Penghargaan ini membesarkan hati dan akan menjadi pendorong kami untuk terus menerus berupaya meningkatkan kepuasan dan enyamanan kepada pelanggan melalui konsep Total Ownership Experience yang terus kami tingkatkan,” kata Direktur Marketing PT Toyota Astra Motor, Joko Trisanyoto.

Bagi Toyota Kijang, penghargaan Top Brand kali ini semakin memperkuat posisi sebagai salah satu kendaraan idaman keluarga Indonesia. Toyota Kijang secara terus menerus meraih indeks tertinggi Top Brand Award sejak tahun 2002 untuk kendaraan kelas MPV. Selain itu Toyota Kijang juga telah meraih sederet penghargaan seperti Autobild Award 2010, Otomotif Award 2009 & 2010, Autocar Award 2009.

Demikian pula dengan mobil terlaris di Indonesia, Toyota Avanza juga telah mencatatkan berbagai penghargaan seperti Top Gear Award 2008, Otomotif Award 2009 & 2010, Autocar Award 2009, dan menjadi pilihan utama para komunitas di Brand Choice Award by Community 2010.


Masuknya Toyota Yaris dalam jajaran TOP BRAND AWARD memberi catatan tersendiri bagi sedan kompak ini. Setelah sebelumnya pernah menjadi Car of The Year di ajang Indonesian Car of The Year 2009 pilihan majalah Mobil Motor, Yaris juga menjadi pilihan utama para komunitas di Brand Choice Award by Community 2009 oleh Majalah SWA dan menjadi Favourite Car dalam ajang Auto Bild Award 2010.

Berbagai deretan penghargaan ini semakin meyakinkan bahwa posisi Toyota Yaris dimata konsumen kian melejit. Tidak heran jika penjualan Yaris terus meningkat. Tahun lalu tidak kurang dari 16,750 unit Yaris yang bisa terjual, dan angka ini 95% lebih tinggi dibandingkan 2009 sebesar 8,500 unit.
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