Motor Sing:Prosedure tukar nama 2

Ok guys, nie apa yg aku baru dpt in BLACK-N-WHITE setelah aku menulis kpd dorang semalam, at least better than when hear verbally from the officer. Things may changed in the future, aku tak tau :dontknow: .

In short, alamat di-SGP diPERLUKAN. So, sesiapa yg ada kawan / saudara mcm ISI dgn KUKU kat SGP, bolehlah cuba, kalau berhajat. Dtg sendiri utk buat penukaran tersebut is the best. Masa yg diperlukan utk perkara2 tersebut, mungkin memerlukan dalam 2 – 3 jam secara keseluruhan, utk buat insurance, antar inspection sekali kalau perlu, kalau tak perlu ok lah, tak payah. Pastu ke LTA utk tukar nama (lebih baik dtg bersama owner yg kita nak beli motor tersebut, pasal IC dorang pun di-perlukan jugak).

Soal persetujuan jual beli motor dgn owner tu adalah soal lain, itu sendiri punya arranged lah, pd hari sebelumnya ker, pd minggu sebelumnya ker. Biasanya bila dah ada persetujuan, pakai air lior ajer tak laku. Nak jugak kena taruk 2-3 ratus sebagai booking fees serta surat perjanjian yg ringkas, disimpan oleh owner & buyer each. Selalunya aku buat SMS exchanges sahaja, dgn penerangan yg secara ringkas. Rasanya benda2 mcm gini dah kukuh sebagai bukti akan persetujuan jual beli tersebut. So far so good on my part. Baru owner akan kasi salinan logcard-nya utk kita buat insurance pd waktu yg lebih awal. Tanpa melihat salinan logcard, insurance company tak boleh terima. Masa kat LTA nanti, sementara menunggu # giliran kita naik, sebelum ke-kaunter, bayarlah owner tu sepenuhnya (owner tak perlu bersama kalau nak buat insurance, tak payah lah buang masa dorang).

Kalau pakai runner, form tu perlu di-isi & ditandatangani oleh si-runner tu & IC kedua2 si-penjual & pembeli (serta IC si-runner tu) di-perlukan, sebagai pengesahan bahawa dia di-wakilkan oleh ke-dua pehak.

Perkara2/barang2 yg perlu;

1 - both owner & buyer IC (rasanya jika alamat SGP di-perlukan, pemilek alamat tu serta IC-nya sekali MESTI nak ada bersama, kan? Ni kira logik lah ). Semua yg terlibat ada sama pun bagus jugak rasanya supaya senang bersoal jawab dgn LTA jika perlu nanti.

2 - Form yg dah di-isi & di-signed.

3 - Insurance.

4 - Surat inspection (kalau motor tu perlu menjalani inspection lah). Inspection cuma sub-$20 sahaja.

5 - DUIT (untuk buat transfer, dlm <$100 gitu & utk extend Road Tax, jika perlu).

Lagi yg perlu di-ingat, selalunya surat menyurat dorang (government body) ni very brief sekali. Ya lah dorang got to be on the safe side. Takut nanti bila dah sampai kat kaunter, duit dah bayar pd owner, dorang mintak work permitlah, surat sekolah menengahlah, surat berkhatanlah, surat cukur bululah dll. Kalau argue lebih2 nanti, MUNGKIN dorang boleh keluarkan clause itu & ini ... yg tu semua jgn salah kan aku huh ... aku sekadar berkongsi apa2 info yg aku tahu sahaja.

Cuma SATU yg PALING aku takuti kalau2 ia terjadi 9-bulan 10-hari kemudian; yang menunggang happy2, yg kasi tonggeng, tunggang langgang. Mana tau yg isi jadi anjing, yg kuku jadi kucing .... silap aribulan rumah si-‘alamat’ kat SGP tu kena ketuk pintunya tetengah malam pasal motor tak bawak balik utk di-inspection lah, road tax dah mati lah, motor terlibat dlm kemalangan yg serius lah, mak bapak awek yg kita bonceng tu mintak kita bertanggeng jawab lah dan apa2 lagi lah :dontknow:

Semua-nya sendiri mau ingat lah huhhhh :pray:

-------------------------------------------

Our Ref: LTA/XXX/XX/XXX/XX.XXXX
Date : 05-Aug-2009
Tel : 1800 2255 582
Fax : 6553 5329

Dear Sir/Mdm,

Malaysian Buying Singapore Vehicle
FEEDBACK NUMBER: 2XXXXX-XXXX

We refer to your enquiry on the above and wish to inform you that foreigners may own a Singapore registered vehicle. However, foreigners who owned a Singapore-registered vehicle must provide a local address in Singapore for all correspondences with the Authority.

For more information on buying of vehicle in Singapore, please visit our ONE.MOTORING Portal under the following:

http://www.onemotoring.com.sg/publish/onemotoring/en/lta_information_guidelines/buy_a_new_vehicle.html

http://www.onemotoring.com.sg/publish/onemotoring/en/lta_information_guidelines/buy___sell_a_used/Ownership_Transfer.html

We hope the information clarifies and that everything is in order. Should you need further assistance, please let us know.

Yours sincerely,
Xxxxxxx Xxx
Executive Service Officer
Customer Relations
Customer Services Division
Vehicle & Transit Licensing Group
Land Transport Authority

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Motor Sing:Prosedure tukar nama

Kalau nak beli moto kat S'pore make sure: 1. Nama tukar dgn nama sendiri dalam geran moto. 2. Insurans pun nama sendiri and guna alamat sendiri yg kat M'sia. Ada org kata tak boleh..sebenarnya boleh. 2nd rider tu kalau boleh letak la nama member2 kita kat M'sia. Jgn guna nama org S'pore. Kalau banyak duit boleh beli polisi insuran 1st party (Comprensive) or 2nd party. Kat S'pore ada insurans 2nd party. 3. Kalau boleh elakkan guna khidmat pintu belakang utk buat urusan seperti inspection, roadtax dsb sbb ada kes yang kena tipu oleh runner.


Soalan: Kalau tak menjadi keberatan bolehkah saya bertanya jika Nama & alamat (malaysia) bro yg diGeran itu, bro lakukan sendiri di-counter LTA di-tingkat dua di-Sin Ming Drive itu ker atau sekadar di-beri oleh teman / runner bro dari Temasik? :think: Kalau bro buat sendiri di-kaunter LTA, syukur lah :pray:

Kalau part insurance ni, memang boleh letak nama sendiri, kerana syarikat insurance ni adalah syarikat commercial (kewangan). Asal masuk duit, dorang OK ajer :read: ... lagi satu, motor yg dah abis utang nie, syarikat insurance hanya boleh kasi 2nd or 3rd party only. 2nd part = fire & thief + 3rd party claim, motor bro yg involve dlm accident tu, bro kena repair sendiri :tension: . 3rd party pulak, tanpa fire & thief. 1st party ni biasanya jika motor tu masih dlm hutang. Kalau motor tu hilang semasa dlm utang, insurance akan cover syarikat pemuitang tu & bro terlepas dari tanggungan bayaran bulanan-nya ... Al-Kisah

Jawapan:Setakat ni memang saya buat sendiri. Sendiri pegi kat Sin Ming Industrial Rd LTA HQ, Kaunter LTA tingkat 2. Walau tak selalu berurusan takat ni moto saya kalau nak buat inspection or bayar Road tax tak pernah lg upah runner suruh buatkan. Kalau sesat kat Sg baru call member budak S'pore mintak direction kat sana. Kalau inspection buat kat VICOM kat area Sin Ming Rd gak. Senang buat sekali harung. Cuma baru ni je agak payah sikit sbb nak clearkan saman kena g Police Cantonment Complex kat Warrant Enforcement Unit, pas tu g URA Center kat Maxwell Rd baru dapat settle saman. Biasanya takat renew road tax n Inspection buat kat Sin Ming Drive Rd je. Renew insurans biasa buat kat NTUC income kat Ubi avenue. Kalau nak g Kelantan Rd tu tak dpt lg gi sendiri kalau member budak Sg tak guide. Maklumlah..kat Sg jalan payah nak hafal..nama jalan banyak nama pelik2..tak mcm KL..

Tentang alamat kat geran or kat cover note insurans ada lebih baik n secure geran guna alamat S'pore kalau ada sbb senang kalau polis S'pore nak hantar saman or warrant, reminder latter dsb sbb kalau guna alamat M'sia takut tak sampai. Dalam geran masa buat transfer ownership alamat KL guna sebagai Alternet address kalau2 alamat kat S'pore tak sampai kat tangan owner. Sebenarnya boleh guna alamat Malaysia kat dlm geran tp untuk vehicle yang tak ada hutang kat bank2 Sg and lagi senang kalau ada working permit. Ni apa yang sy sendiri tanya pegawai LTA kat Sg..cuma ramai yang kata tak boleh nak kena guna alamat Sg sahaja. Yg lagi kesian ada member2 kita beli moto Sg ngan runner nama tak ada dlm geran cuma ada kat insurans cover note je itu pun jadi 2nd rider or authorised rider..dalam geran pun guna nama org S'pore. Sampai hati runner tu buat depa mcm tu.

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2003 Yamaha FJR1300 vs. Honda ST1300

Source:http://www.ridermagazine.com/output.cfm?id=142849

2003 Yamaha FJR1300 vs. Honda ST1300

Battle of the light-heavyweights.

Bill Stermer

Rider Report

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Kevin Wing / Rider Report There’s nothing like a major sporting event to stir the blood: The World Series, Super Bowl, Stanley Cup Finals, NBA Finals, World Cup or a good prize fight. By matching the new 2003 Honda ST1300 with Yamaha’s new FJR1300, we have motorcycling’s equivalent of a good light-heavyweight fight. Going toe-to-toe here are two new models, each with a proud lineage. Each wants the title, and carries a load of the good technical stuff. They float like butterflies, sting like B-52s. Both are at the top of their game. The 2003 Honda ST1300 ABS and Yamaha FJR1300 utilize different styles, like the classic boxer-vs.-puncher bout. The ABS-model Honda enters this fray wielding technology and tonnage to spare. Its focus is on luxurious long-distance comfort through adjustable rider seating, a huge range of windshield adjustability, anti-lock linked braking and suspension quality. Yamaha’s strategy is a hard-edged road burner with a less-is-more philosophy: more brute power, but less in terms of weight, price and level of luxury. The more Spartan Yamaha’s only counter to the above is an electric windshield, albeit one that offers much less range and protection. We’ll provide the front-row seat as to which bike works best for your needs. Advertisement Because we’ve already covered each of these new machines extensively in recent road tests, the FJR1300 in the August 2002 edition and the ST1300 the following month, here we’ll start with a brief review, then take them on the road to let them slug it out. Rider Report Lineage The Honda ST1300 is an update of the ST1100 that first appeared as a 1990 model and, with revisions, lasted through 2002. It was known for its smooth power, supple suspension, major avoirdupois, 7.4-gallon fuel tank and high gearing. Though still powered by a longitudinal, liquid-cooled DOHC, four-valve V-4, the new ST1300 now displaces 1,261cc with a 10.8:1 compression ratio, and utilizes PGM fuel injection. The Yamaha FJR1300 is an update of the line of big air-cooled, four-cylinder road burners, the FJ1100 that first appeared in 1984, and the 1986 FJ1200 that lasted through 1993. The new 1,298cc model retains the in-line, transverse, DOHC four-cylinder layout with four-valve heads, but is now an all-new engine with liquid cooling and Mitsubishi electronic fuel injection. Both utilize shaft final drive. Price Rider Report Though these bikes are both 1300-class, four-cylinder sport tourers with driveshafts, fairings, removable saddlebags and electrically adjustable windshields, the price differential makes this something less than an apples-to-apples comparison. Yamaha’s FJR1300 is available as a single model with an electrically adjusted windshield for an MSRP of $11,499 (we have heard rumors that for 2004 the standard ‘03 bags will become optional and the bike’s price remain the same or increase). The Honda ST1300 is available both as a standard machine ($12,999), the shield of which is only manually adjustable, and an ABS model ($14,499), which is the one we tested, featuring anti-lock brakes and an electrically adjustable shield. OK, let’s get to work. Performance Start them up and each four-cylinder engine is a marvel of smoothness and power. Out on the road the Yamaha feels aggressive, like a big-inch supersport that grew a fairing and bags. The Honda, by contrast, seems designed from the beginning as a sport tourer. Its pleasing mechanical purr becomes a snarl in the upper rpm ranges. While the Yamaha peaks at 124.5 rear-wheel horsepower at 7,850 rpm and puts out 90.1 pounds-feet of torque at 6,700, the Honda cranks out 111.3 peak rear-wheel horsepower at 7,700 rpm, and makes 83.6 pounds-feet of torque at 6,100 rpm. Both have steep horsepower graph lines and hugely broad powerbands, but the Yamaha’s torque curve has some rolling hills in it, while the Honda’s is as flat as Nebraska. Roll-ons are a good measure of how midrange power interacts with gear ratios and weight. The lighter, more powerful FJR pulls away smartly from the Honda during third-gear roll-ons at 3,000 and 4,000 rpm. At 5,000 rpm, however, the Honda is coming into its power range and hangs much closer. In fifth-gear roll-ons, again, the FJR leaves the ST flat. While the FJR, with its dual gear-driven counterbalancers, is acceptably smooth through most of its rev range, one high-speed romp left a tester with numb hands. The Honda, also with dual counterbalancers and slightly higher gearing, was always a gentleman in terms of engine vibes. However, excessive driveline lash and engine heat on the rider’s legs were annoyances on the Honda, while the Yamaha’s five-speed shifts well, the Honda’s shifts superbly. Wind Protection The first requisite of a sport tourer is long-distance comfort, a balance of wind protection, smoothness, ergo-nomics and seating comfort. Both of these machines offer good-sized fairings with adjustable windshields. The Yamaha’s is electrically operated by means of a thumb-operated pushbutton over a range of 4.6 inches vertically, and a 20-degree angle. While it offers adequate protection, we recommend the optional shield that is 4 inches taller and 2 wider. The standard-model Honda’s shield is fixed in place, but offers 2.3 inches of manual adjustment by repositioning the shield on its mounting brackets. The shield on the ABS-model Honda is electrically adjustable up to 7.4 inches vertically and a 13-degree angle, and it can also be manually repositioned. As it rises from the low position, the wind at first comes over the top of the shield, then around the sides where it pushes the rider forward. The wind tends to be noisy until the shield’s top is at or near eye level, where the ST1300 rider sits comfortably in a pocket of still air. With its greater height and adjustability range, and because it sits closer to the rider, the Honda’s shield offers greater wind protection. Seating Comfort A multiadjustable rider’s portion of the seat gives the Honda rider not only three heights within a range of 1.2 inches vertically, but it also slides 1 inch fore-and-aft and adjusts for slant. We average-sized riders were able to find a very suitable position. The Yamaha, though its seat is non-adjustable, was very satisfactory to our staff, the right blend of cush with firmness, and with a fixed but nicely low height that makes the bike easy to paddle around. Saddlebags Both bikes come standard with hard-shell, lockable, easily removable saddlebags, and both look better with their bags in place. Each bag will hold a full-face helmet. Outwardly, the Honda’s bags appear to be larger and more fully integrated into the bodywork. However, what appears to be extra room toward the front is really quite shallow and of little use. The Honda’s also lack hold-down straps. The Yamaha’s bags appear to be more stuck-on than integrated, yet hold approximately the same amount as the Honda’s and utilize convenient hold-down straps. The Honda’s remove and attach slightly more easily, and their latches work better. The Yamaha’s boxlike shape make them easier to pack. Each has a luggage rack, but only Yamaha offers an accessory top trunk. Suspension/Brakes These big bikes just beg to be ridden fast, and for that you’re going to want a capable set of suspenders. The FJR’s fully adjustable 48mm fork is certainly compliant. Its single rear shock offers two-position spring preload, and is adjustable for rebound damping. At very aggressive speeds, you may wish for more firmness and less fork dive. Still, for 95 percent of your sport-touring needs, it’s right where you want it. The ST’s single rear shock is adjustable for spring preload and rebound damping, and offers a very solid feel with good control and damping. Despite its non-adjustable, 45mm cartridge fork, the ST delivers that rare plush/controlled feel, and throws in remarkable anti-dive qualities to boot. The latter is partly because of the Honda’s linked braking system; using either the front lever or the rear pedal activates the stoppers at both ends. Through a proportional control valve, the majority of braking force is delivered to whichever brake was actuated with more force. A delay valve in the fork slows initial braking response to minimize fork dive, and it all works very well. Our test ST was equipped with anti-lock brakes, which of course can be paint-savers (or better) under tricky traction conditions. It provided quick, short, secure stops on a variety of surfaces. The Yamaha’s brakes, though off the R1 sportbike, did not offer quite the bite we wished, and the rear locked too easily. Handling Perhaps the most remarkable difference between these bikes is in their handling. The FJR, with its 26 degrees of rake, 4.3 inches of trail and 60.6-inch wheelbase, turns by means of aggressive inputs from the rider’s upper body and pressure on the handlebars. It loves fast sweepers but demands work in tight turns. The Honda, by contrast, combines its shorter 58.7-inch wheelbase with a 26-degree rake and 3.9 inches of trail. These, along with the new lower, more forward-weight bias and tire choice, result in much more responsive, relatively low-effort steering despite the bike being 81 pounds heavier than the Yamaha. With a swing of the rider’s hips the Honda delights in tight turns. Passenger Accommodations A major consideration for couples is how well a prospective ride treats its co-rider. A passenger aboard the Yamaha finds a relatively short rear seat that tucks him or her into the rider and forces the knees out to the sides. The seat is firm, and the windblast relatively unaffected by the position of the windscreen. Rider Report The Honda’s passenger has roomier accommodations, on a cushier seat, with the feet lower and more relaxed. They experience a similar amount of benefit as the adjustable shield slides up and down. Load capacity is 415 pounds on the Yamaha, and 395 on the Honda. Range With these two silver bullets the lighter, more powerful Yamaha burned a gallon every 38.4 miles, while the porkier Honda offered 42.6 miles per gallon on the same ride. With its 6.6-gallon tank the Yamaha offers a very respectable range of 253 miles per tank. A 5.5-gallon conventional tank on the Honda, combined with another 2.2 gallons below the seat, delivers a remarkable range of 328 miles. That should be enough for anyone’s loneliest road. The Little Things Two small fairing compartments, one lockable, and a larger underseat area, allow the ST1300 rider to bring along perhaps two pairs of midweight gloves, a U-lock and some road food. It also offers hidden tipover bars, two helmet hooks, a 660-watt alternator and electric headlight adjuster—but no available trunk. The FJR1300 offers a U-lock/glove compartment, no helmet hooks and a 490-watt alternator. Both have centerstands and catalysts. According to their makers, the Yamaha meets U.S. and California 2006 emissions standards; the Honda meets 2008 standards. Rider Report Split Decision It’s no cop-out to say that each of these bikes is a winner. Which you choose will depend upon your performance/luxury/price balance. If you invested heavily in dot.coms, Worldcom and Enron stocks, and are just scraping by, the Yamaha’s 20 percent price advantage makes it an easy call. It is also the slugger, the sportier of the two, and at 635 pounds wet weighs 81 pounds less than the 716-pound Honda. You can certainly feel that weight as you paddle around the parking lot, but in turns it’s less of a factor. If on the other hand you like sporty riding but have come to prefer it mixed with some degree of luxury, as long as you’re willing to pay the price to obtain it the Honda’s quick steering response more than makes up for the weight difference. With its better weather protection and well-controlled, squash-butt comfort, the Honda ST1300 is the finesse fighter. So what will it be, great performance with some luxury, or luxury with a good deal of performance? If your sport-touring preferences lean toward the former, and you like your bikes leaner, meaner and less expensive, remember these three little letters: FJR. Or if you can justify it, choose the Honda ST1300. Stay tuned for long-term reports on both bikes ASAP. 2003 Honda ST1300 Rider Report Base Price: $12,999, $14,999 w/ ABS Engine Type: Liquid-cooled, long. 90-degree V-4, DOHC, 4 vales per cyl. Displacement: 1,261cc Bore x Stroke: 78.0 x 66.0mm Transmission: 5-speed, hydraulically actuated wet clutch Final Drive: Shaft, 2.833:1 Wheelbase: 58.7 in. Rake/Trail: 26 degrees, 3.9 in. Seat Height: 30.5, 31.1 & 31.7 in. Wet Weight: 716 lbs. Fuel Capacity: 7.7 gals., warning light on last 1.2 gal. Average mpg: 42.6 2003 Yamaha FJR1300 Base Price: $11,499 Engine Type: Liquid-cooled, transverse in-line four, DOHC, 4 valves per cyl. Displacement: 1,298cc Bore x Stroke: 79.0 x 66.2mm Transmission: 5-speed, hydraulically actuated wet clutch Final Drive: Shaft, 2.773:1 Wheelbase: 60.6 in. Rake/Trail: 26 degrees/ 4.3 in. Seat Height: 31.7 in. Wet Weight: 635 lbs. Fuel Capacity: 6.6 gals., warning light on last 1.3 gal. Average mpg: 38.4

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Keperluan untuk beli motor Singapore

Keperluan untuk beli motor Singapore
1.Lesen Antarabangsa
-boleh dibuat di JPJ di sempadan dengan harga rm150/year
-sebelum buat lesen antarabangsa ini,lesen Malaysia perlu hidup paling kurang setahun.So.seeloknya hidupkan 2 tahun(..senang cerita)
-tujuan dibuat lesen antarabangsa ini adalah kerana untuk tukar nama motor dan tujuan insuran motor.
-kedai motor singapore perlukan lesen antarabangsa untuk motor itu dijual pada kita.

-bawak 2-3 keping gambar passport utk buat lesen antarabangsa ini

2.COE
-seeloknya hidupkan untuk 10tahun..kosnya SD1000=RM2360/per 10year

3.Insuran
-SD300=RM708/year

4.Road Tax
600cc-->SD150=RM354/year
1300cc--->SD450=RM1040/year

5.Inspection
-SD17=RM40/year
-pemeriksaan dilakukan di puspakom Singapore(lebih kurang ler..)

6.Kita perlukan alamat di Singapore untuk beli motor Singapore.
-Jika tidak ada alamat di Singapore,boleh pakai alamat kedai motor untuk surat menyurat.

So anda sendiri boleh totalkan kos setahun untuk pakai motor Singapore ini.

Sekian Terima Kasih
-PG

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Source:http://www.bikez.com/motorcycles/honda_cbr_1100_xx_super_blackbird_1998.php

Honda CBR 1100 XX Super Blackbird 1998
Picture credits - Jack Edwards. Click to submit more pictures.	1998 Honda CBR 1100 XX Super Blackbird More pictures... Discuss this bike Rate this motorbike This bike's rating Write a review Sell this motorcycle Such bikes for sale Tip a friend List related bikes

General information
Model:	Honda CBR 1100 XX Super Blackbird
Year:	1998
Category:	Sport touring
Rating:	78.9 out of 100. Show full rating and compare with other bikes
Engine and transmission
Displacement:	1137.00 ccm (69.38 cubic inches)
Engine type:	In-line four, four-stroke
Power:	164.00 HP (119.7 kW)) @ 10000 RPM
Torque:	124.00 Nm (12.6 kgf-m or 91.5 ft.lbs) @ 7250 RPM
Top speed:	295.0 km/h (183.3 mph)
Valves per cylinder:	4
Cooling system:	Liquid
Gearbox:	6-speed
Transmission type, final drive:	Chain
Chassis, suspension, brakes and wheels
Front brakes:	Dual disc
Rear brakes:	Single disc
Physical measures and capacities
Dry weight:	223.0 kg (491.6 pounds)
Power/weight ratio:	0.7354 HP/kg
Seat height:	810 mm (31.9 inches) If adjustable, lowest setting.
Other specifications
Starter:	Electric
Further information
Parts and accessories	Check out parts and accessories from our partners.
Ask questions	Join the 98 Honda CBR 1100 XX Super Blackbird discussion group.
Insurance, loans, tests	Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
Related bikes	List related bikes for comparison of specs

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Macamana nak beli motor singapura?

Source:http://selesamotorsport.blogspot.com/search?updated-max=2010-07-14T10:42:00-07:00&max-results=7
Anda perlukan passport antarabangsa untuk memasuki negara singa dengan bayaran RM 100 untuk tempoh 2 tahun, jika beli dengan kami tak perlu buat passport sebab kami yang akan masuk dan bawa motor balik ke Johor. Buat lesen antarbangsa di JPJ berdekatan dengan bayaran RM 150 setahun, sediakan 2 keping gambar berukuran pasport dan lesen Malaysia anda mestilah mempunyai tempoh sah lebih setahun. Sekiranya anda tidak mempunyai lesen antarabangsa pihak kedai motor tidak akan dapat membuat insurans atas nama anda dan membuat tukarnama. Motor dan insuran adalah atas nama anda dan alamat surat menyurat gunakan alamat kedai motor sekiranya anda tidak mempunyai alamat di sana. Perlu diingat anda tidak akan mendapat geran seperti di Malaysia kerana geran di Singapura adalah secara maya iaitu anda boleh melihat secara online di internet. https://vrl.lta.gov.sg/lta/vrl/JSP/errorFrame.jsp?theURL=/JSP/serviceNotAvailable.jsp&userType=P&a=1277231689636

Selain membayar tukarnama, cukai jalan dan insurans anda juga perlu mengetahui bilakah COE motor akan tamat (motor 2nd hand). Setiap COE adalah 10 tahun dan anda boleh renew COE sekiranya telah tamat tempoh 10 tahun. Sebagai contoh sekiranya anda ingin membeli motor 2nd hand tahun 2001 maka anda perlu renew COE pada tahun 2011. Harga untuk renew COE berbeza2 mengikut tahun, mungkin SING 600 dolar atau SING 100 dolar.

Anda perlu membuat inspection setiap tahun untuk renew roadtax dan insurans dan sekiranya anda tidak mahu membuat sendiri(masuk ke seberang tambak) kami boleh uruskan dengan kadar bayaran yang berpatutan.

Yang paling penting anda mempunyai dokumen yang lengkap seperti lesen memandu antarabangsa, roadtax dan insurans pastu boleh memecut tanpa ragu.

Tepuk dada tanya selera, adakah anda hendak menunggang kapcai seumur hidup atau menjadi penunggang superbike....

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Bandit1200s spec

Source:

Suzuki Bandit 1200 S 2005
Picture credits - Suzuki. Click to submit more pictures.	2005 Suzuki Bandit 1200 S Discuss this bike Rate this motorbike This bike's rating 2 reviews available Write a review Sell this motorcycle Such bikes for sale Tip a friend List related bikes

Suzuki's profilation of this bike

This standard-styled machine features an aerodynamic, aggressively styled fairing with bright projector-beam headlights and protective windscreen. Other highlights include a comfortable seat and stylish tail section, lightweight components and a powerful four-stroke engine.

General information
Model:	Suzuki Bandit 1200 S
Year:	2005
Category:	Allround
Rating:	77.2 out of 100. Show full rating and compare with other bikes
Price as new (MSRP):	US$ 7399. Prices depend on country, taxes, accessories, etc.
Engine and transmission
Displacement:	1157.00 ccm (70.60 cubic inches)
Engine type:	In-line four, four-stroke
Compression:	9.5:1
Bore x stroke:	79.0 x 59.0 mm (3.1 x 2.3 inches)
Valves per cylinder:	4
Fuel system:	Carburettor
Fuel control:	DOHC
Cooling system:	Oil & air
Gearbox:	5-speed
Transmission type, final drive:	Chain
Chassis, suspension, brakes and wheels
Front suspension:	Telescopic, oil damped, preload adjustable
Rear suspension:	Link-type suspension, 7-way adjustable preload, 4-way adjustable rebound
Front tyre dimensions:	120/70-ZR17
Rear tyre dimensions:	180/55-ZR17
Front brakes:	Double disc
Rear brakes:	Single disc
Physical measures and capacities
Dry weight:	221.0 kg (487.2 pounds)
Seat height:	790 mm (31.1 inches) If adjustable, lowest setting.
Overall height:	1,220 mm (48.0 inches)
Overall length:	2,070 mm (81.5 inches)
Overall width:	765 mm (30.1 inches)
Ground clearance:	130 mm (5.1 inches)
Wheelbase:	1,430 mm (56.3 inches)
Fuel capacity:	20.00 litres (5.28 gallons)
Other specifications
Color options:	Blue/White
Further information
Parts and accessories	Check out parts and accessories from our partners.
Ask questions	Join the 05 Suzuki Bandit 1200 S discussion group.
Insurance, loans, tests	Check out insurance here. Search the web for dealers, loan costs, tests, customizing, etc.
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Bandit1200s review

Source:http://www.motorcycle.com/manufacturer/suzuki/2001-suzuki-bandit-1200s-16413.html
Los Angeles, July 18, 2000 -- A normal part of any new bike intro is a photo session somewhere around the mid to late portion of the day's ride. This particular intro saw Tom Riles behind the lens, pointing away at various riders taking their turns through bends in the road until, in one particularly off-camber and nasty corner, Master Riles got the living stuff scared out of him when we came towards him at a high rate of speed sounding like we were towing an anvil along behind us; complete with sparking light show and a little bob-and-weave of the chassis to add just a little more drama to the moment.

No worry, Tom, we're professionals; and that's just the foot pegs carving a little niche for themselves in the pavement while the

front end sticks to the road and the Macadam 90X tires let us know pretty much everything but the half-life of the pebbles they're coming in contact with. Granted, this is no racebike - or even a real sport bike when you get down to it - but for a semi-faired standard, it does a remarkable impression from time to time, given a bit of impetus from, lets say, a photographer in close proximity with a loaded camera pointed your way?

What's so impressive about this Bandit compared to previous iterations is not so much what it does well, as much as what it doesn't do:

The mirrors don't turn your rearward view into something that resembles a kaleidescope at anything above idle; the minimalist-looking fairing doesn't buffet your helmet until the paint job starts flaking off; the motor doesn't buzz your hands to the point that you're willing to clamp them in a vice just to see if there's a chance of ever recovering some feeling in them; and the front end doesn't turn to junk after 600 miles of fun - which is what this bike delivers far more frequently and in much greater quantity than you'd ever suspect.

When we sampled Suzuki's Bandit 600S a few months ago we were please with the bike, but not overly impressed. It was a good commuter and could pull off mild sport duty pretty well, but the motor was a bit on the wheezy side and, paired with an obnoxious buzz, not all that fun to do the highway drone on should there be ample mileage between your chosen set of curves. We expected similar things from the 1200 but, once again Suzuki has surprised us with a bike that is, pardon the cliche, more than the sum of its parts.

Bandit 1200 sales started off at a rather lowly 18,160 units in 1996 only to surpass the 60,000 mark for 1999 which is a three-fold increase in only three years, but Suzuki doesn't plan on stopping there. Having done extensive market research, they found that the average Bandit buyer is 35 to 44 years of age, has over 15 years of riding experience and uses the bike as a secondary vehicle primarily for sport touring duty which goes a long way towards explaining the focus of the Bandit's changes. At a retail price of $7,399 (an increase of only $150 US Dollars), it's no surprise that 87 percent of buyers say their number one reason for choosing the Bandit is value. But, thankfully, a neutered price tag does not come at the expense of diminished fun.

The design goal for the new Bandit was to, "maintain the Bandit's originality and distinctive character while refining performance and features." There was a paradox created in the execution of these parameters in that the design team wanted not only sportier performance, but a comfortable ride as well; the two of which rarely, if ever, go hand in hand.

"Yeah, baaaby. This bike is all about me. I am this bike on so many levels it's scary."

Suzuki hopes that they addressed most of the complaints from earlier models with this Year 2001 Bandit 1200S, starting with the larger fuel tank capacity. The new model carries 20 liters which is a one liter increase over the previous model. While this is definitely a good thing in the long run, a few of us on the intro noted a slightly more top-heavy feel to the (fully fueled) bike when compared - seat of the pants - to the previous version. As for the other improvements, there were fewer side-effects than with the larger gas tank.

The main targets with the motor were to improve what was not only sluggish throttle response, but carburetion that was excessively lean and was sometimes surge-happy when cruising along at certain RPM. Along the way, Suzuki felt it wise to empower the old mill with a few more foot-pounds of torque as well as some more horsepower at low and mid-range speeds, and who are we to argue with a notion like that?

Again, a caveat in that Suzuki - while addressing the lean surging - would attempt to clean up emissions even further, seemingly leading to even worse surging. But Suzuki was able to attain their lower emissions goal while not only eliminating most - if not all - of the surging and what was previously a rather wicked flat spot in the power with the help a new throttle position sensor (TPS) on the Mikuni BSR36 carburetors. Mated with ignition timing maps which are different not only from the previous year's version, but from each other as well. The number two and three cylinders and the number one and four cylinders have different maps that vary dependent upon throttle opening as well as engine RPM.

Even more power was found by changing the cam profiles and a few changes were made to stand up to the added oomph as well as to ensure longevity. The new oil cooler has grown from 280 mm tall to 355 mm tall while maintaining the same width which should allow the engine to make incrementally more power and last a bit longer. There's also a clutch release cylinder which grew from 35.7 mm in diameter to 38.1 mm that, coupled with stronger clutch springs should make for a clutch assembly that will be able to stand up to a few aftermarket add-ons without much in the way of fanfare. Only a few whiny people commented on a perceived increase in the force required to pull in the clutch lever. But they're weak and you're not. Right? Aaargh.

Adopting a similar system to that of Yamaha's Air Induction System (AIS), Suzuki has been fitting its Pulsed Secondary Air Injection System (PAIR) to California-bound Bandits, Hayabusas and GSX-Rs, that will now be standard issue on all Bandits in all markets. The PAIR system does not effect power output but it does add a few extra pounds to a machine which could already stand to lose a few pounds.

In Suzuki's efforts to endow the latest Bandit with "better stability and cornering performance," a few key dimensions have been tweaked. Unfortunately, American Suzuki doesn't have all the details as to what has been changed with the chassis so we can only give you a glimpse into what is the catalyst for a noteworthy increase in sporting performance.

The wheelbase has been shortened by five millimeters and now measures 1,430 mm, helped by the reduction in trail by three millimeters to 104 mm. To quicken steering the caster has been decreased by 0.2 degrees, and to help keep rider weight and overall mass lower to the tarmac, the seat height was reduced by 45 mm to 790 mm. This seat provides not only wonderful support for burning through consecutive tanks of gas, but also enough firmness to allow mobility when shifting body weight in the twisties. Unfortunately, the seat cover looks like something off of a mid-eighties Volvo station wagon; but it goes well with the metallic silver paint on our bike whose enormous glitter flakes remind us of this girl who dances at this seedy little joint down the road from our offices.

All we know about the changes to the front suspension so far is that it received fork tube guards. As for the rear, there's now a movable gas/oil separator in the shock. The front end features only pre-load adjustment while the rear features pre-load as well as rebound adjustment. Though that doesn't seem like anything substantial, the new Bandit feels surprisingly planted on twisty roads when you chose to elevate the speeds to the point that the footpegs start dragging just before picking up the throttle and whooshing out of the apex of a turn. The cornering clearance is ample as long as you ride the bike like a sport-tourer even though, with a good rider aboard, El Bandito can catch a far sportier bike with its newfound cornering prowess and strengthened motor which is about as smooth as any inline motor of this size has a right to be. Above 85 mph this thing is turbine smooth and makes triple-digit cruising law-breakingly simple.

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Motor Singapore dan COE

Source:http://selesamotorsport.blogspot.com/
Frequently Asked Questions (FAQ)
Q:Bolehkah motor dari Singapore di pandu di Malaysia?

A:Boleh.



Q:Apakah syarat-syaratnya?

A:1. Kenderaan telah didaftar di Singapore 2. Mempunyai cukai jalan yang sah 3. Mempunyai perlindungan insuran



Q:Apakah yang diperlukan untuk membeli kenderaan dari Singapore selain duit?

A:Lesen Antarabangsa yang boleh dibuat di JPJ dengan bayaran RM150 setahun. Sertakan 2 keping gambar semasa permohonan (bawa 3 lebih baik).



Q:Mengapa perlu lesen antarabangsa.

A:Untuk membuat insurans atas nama kita dan memandu di Malaysia.



Q:Apakah COE?

A:Perlu diperbaharui setiap 10 tahun dan nilai berubah mengikut permintaan. Pada tahun ini COE adalah tinggi sebanyak Sing1000 iaitu hampir RM2300. COE boleh direnew 5 tahun tetapi selepas itu motor kena scrap so kalau nak pakai lama renew 10 tahun. Kebiasaannya COE di bawah Sing 1000.



Q:Apakah inspection?

A:Setahun sekali kenderaan Singapore perlu membuat inspection untuk membolehkan kenderaan digunakan dijalanraya. Bayaran yang dikenakan hanyalah Sing 17 iaitu RM 40.



Q:Jika coe mati bolehkah kita renew semula?

A:Pastikan sebelum mati anda renew coe, jika tidak motor anda akan jadi motor skrap iaitu tidak boleh digunakan dijalanraya di Malaysia atau Singapore, dan tidak boleh membuat rayuan.



Q:Jika cukai jalan mati bolehkah saya tangguh untuk perbaharui seperti di Malaysia?

A:Tidak boleh, sehari denda Sing 40 kecuali jika anda membuat permohonan untuk lay up iaitu motor masuk workshop dan x boleh berada di jalanraya.



Saya harap soal jawab ini dapat menjawab kemusykilan yang sering ditanyakan kepada saya.

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Honda CBR1100XX vs. Kawasaki ZZ-R1200

Source:http://www.motorcycle.com/shoot-outs/honda-cbr1100xx-vs-kawasaki-zzr1200-15400.html
Break out the Good Silverware

Torrance, California, September 29, 2002 --

These two lovelies were both cutting-edge big bikes built for the top-speed battles of the mid-1990s, until a bike named after a falcon called the Hayabusa came along and changed motorcycle history like only a small percentage of models ever do. It effectively relegated bikes like the venerable Blackbird and the ZX-11 (aka ZZ-R1100 in Europe) to second-tier status and opened up the market for other wacky shenanigans from Nippon, like the ZX-12R and the GSX-R1000.

One of the side effects of all this activity was an unofficial high-speed moratorium put into effect in 2000 with a lid of 300kph/186mph rumored to be the "gentlemen's agreement" among the major bike manufacturers (much like the 155mph top speed limit agreed upon by most European car makers).

But I digress: For what purpose do dinosaurs like the Dos Equis and the Zee-Zee-R exist, with monsters like the Hayabusa and ZX-12R stomping around?

"These bikes have become de facto sport-touring bikes, or Grand Touring (GT) bikes."

Honda's continuing refinement of the venerable CBR1100XX and Kawasaki's further shift towards the sport-touring sector with the redesign of the ZX-11 into the ZZ-R1200 reflects this. The Honda is a smooth, sophisticated bike that screams refinement. Its styling is still sharp, and combined with its smart silver paint scheme, it gathers many compliments and admiring glances.

The dash is a myriad of digital readouts and the engine is as smooth as "I Can't Believe it's Not Butter."

Compared to the Honda, the new ZZ-R seems unrefined and a bit industrial at first glance--not surprising, as it's built by a corporation that also builds bridges and commercial gas turbines. Analog gauges stare at you as if from an old fighter plane's cockpit, the engine is guttural and buzzy, and the styling is still open to debate. But things start to make sense after you spend some time on the bike and you notice details that Honda failed to address even in their years of refinement. Things like a handy little U-lock storage space, an easy-to-reach rear preload adjuster and front preload that is adjustable in the first place, start making me wonder why the XX is 500 clams more?

Well, probably for things like a counterbalanced engine, fuel injection, the entertaining digital dash and the linked braking system--all of which I am content to live without. Not that I'm a technology-hating Luddite--far from it, and in fact, I consider myself much more of a technophile. Sure the big Kawasaki is a little buzzy, but as long as you keep the revs above 5000 rpm on the freeway and don't lug it down, you'll avoid the onset of hand-tingling numbness. (To accomplish this means either cruising above 90mph or dropping down a gear; I'll leave the choice up to you.)

The Honda's engine, on the other hand, is smooth everywhere, with lots-o-power at your fingertips. The fuel injection of the XX also carries certain advantages, such as quick startup and rapid warm-up time, but we prefer the carbureted power delivery characteristics of the ZZ-R. It's not as snatchy as the Honda, and overall a little more natural and fluid feeling. When news of this bike's release came out, the dreaded phrase "tuned for midrange performance" was part of the propaganda, but as it turns out this engine still feels fairly peaky for a 1200--with a whole lotta mojo everywhere on the tachometer's diabolically orange glowing face.

The only downside is that it can trick you into how potent it really is and how fast you really are going on the open road. It really doesn't want to cruise below 90-- nice for covering ground, but potentially not so great for the 'ol driving record.

Much like the Honda's FI compared to the Kawasaki's rack of carbs, the digital vs. analog theme continues between these two bikes. The dash of the Honda is well-designed and informative, but also a bit cluttered and distracting.

The Kawasaki's old school analog pieces provide every bit of pertinent information you need instantly and easily, even if the numbers on the speedo are a bit crowded. As much as "digital" has become the magical buzzword of our era, analog is still not a bad word as long as it's in the right context.

"When it gets to bikes this fast, it's splitting hairs to try and compare which one's faster."

One item we could live without on the Honda's parts list (and something that we'd gladly trade for front preload adjustability and easy rear suspension adjustment) is the Linked Brake System. It's a normal journo gripe which we tried to avoid but can't. Around town the system is fairly transparent and not very noticeable, but get it in a backroad environment and it can be unsettling for riders who like to settle the front or rear independently going into corners, which would be nearly all of us. The Kawasaki's brakes aren't really fantastic or anything, but they do their job predictably and reliably, and in general make you wonder why Honda goes to all the trouble? Honda's ABS is fantastic on models that have it, but LBS? It's tough to figure out the motivation at the end of the day.

Speaking of things like corners and backroads, the opinions formulated after taking these bikes through a variety of conditions were surprising. The Double X is quite nice around town; calm, composed, and with a smaller feel than the Kawasaki it's easier to ride, but that's not what these bikes are built for.

Sure, they go hellaciously fast: Unsanctioned blasts on overhead carpool lanes and across the desert confirmed something that we all know to be true (*cough* 175 indicated, cough cough!).

When it gets to bikes this fast, it's splitting hairs to try and compare which one's faster (170mph vs. 175, how fast do you need to get to that dentist appointment?). That said, the Kawasaki's monstrously powerful and torquey engine easily pulls away from the Honda at supra-triple-digit speeds. In the midrange, too, the ZZ-R lunges ahead from 5000 rpm while the Honda sort of eases into its harness.

So what happens when it comes time for the straightline fun to end and make that inevitable bend in the road?

On the first such backroad outing I was on the Zed, behind Speedy McSpeed Calvin on the EcksEcks and thought, Oh just you wait, I'll catch up with you when I get on the Honda! Hah hah hah hahhhh... but to my shock and dismay, after we switched bikes I found myself dropping even further behind than normal and pining away for the rough and tumble Kawasaki.

This was the complete opposite of what we'd expected; after riding the bikes on short trips around LA I thought for sure the Blackbird (Silverbird?) would spank the ZZ-R in the backroads and twisty bits. It sure feels smaller and more sportbike-ish: lighter, narrower, a forward seating position, more weight on the wrists, and narrow handlebars. But the Kawasaki is a big surprise once you get it on what you would expect to be the Honda's turf. Its girth and weight seem to disappear and it's actually a lot of fun to ride at a sporting pace. Its growling intake makes you want to open the throttle for more visceral reasons than just an onrush of stupid amounts of power and torque. Think of a late model V8 Camaro or Trans Am. The Honda's more like an Acura Integra.

ZZ-R handling is predictable and instills complete trust in its abilities, but it's still surprisingly quick and light. Some of us found ourselves getting into far more "oh-shit" situations on the Honda; things like rippled pavement illustrate the differences. Mr. Honda bounces and complains, but Mr. Kawasaki just seems to jump over it all and laugh in the process. It takes a lot to faze this big machine. Another plus is that its hugeness is a definite advantage on long trips.

"The Kawasaki's bulbous fairing provides great wind protection for gangly frames, and was incredibly comfortable during a nonstop run across the desert to Las Vegas for an overnight jaunt to see the "Art of the Motorcycle" exhibit."

The wide seat spreads out your weight evenly, and makes even butts with not much padding feel perfectly comfy.

Compared to the CBR, it's a rolling La-Z-Boy. Overall, the ZZ-R's like that well-worn Barcalounger in front of your grandpa's TV, and the CBR's more like a firm executive chair. It's relatively plush as far as sportbikes go, but after an extended exploration voyage up the coast on a Sunday afternoon, I was ready to be done.

My butt, wrists and neck had enough by the time I'd put in over six hours on the Honda. The compactness that makes it feel better in the city doesn't provide as much wind protection at elevated intercity speeds, the forward and compact ergoes weren't so kind on my freakishly long extremities, and the narrower and firmer seat wasn't as nice either.

One drawback of all the horsepower these bikes develop is the production of a lot of waste heat that has to be dumped, and the Honda in particular seems to put off a lot. Riding it around in 90-degree-plus weather with full gear is not a pleasant experience if traffic gums up at all, and in L.A. it always does. As for traffic, lane splitting on either of these bikes is a snap, as they do have a certain presence on the asphalt.

And interestingly enough, I had the opportunity to both be a passenger on the CBR1100XX with JohnnyB at the helm and to carry one for a little while myself. It's actually pretty nice back there, and my relatively inexperienced passenger felt quite secure. However, from the pilot's perspective, I didn't like how the passenger upset the balance of the machine. (Unlike every other Honda designed to carry a passenger, for some inexplicable reason this one makes rear preload adjustment a knuckle-busting affair.)

They're both excellent bikes and fantastic all-around machines, particularly if you have a long commute or live in Montana, where they can take a deep breath, stretch their legs and gallop up to an easy one-thirty for a while. If we've got to pick one, though, it's the ZZ-R1200. It's big, fast and fun to ride. Cool noises waft upward from its mechanical guts, it goes like greased stink, and the engineers really paid attention to all the little details that matter. Nice bike.

Unsolicited Input

John Burns

Just goes to show you. When I first rode the new ZZ-R several months ago, not for long, I was less than impressed. It reminded me of one of my all-time favorite bikes though--the CBR-XX. Comparing the two seemed like an excellent pretext for borrowing one from Honda for awhile. Calvin and the Stickman both loved the Kawasaki immediately. Here's a chance to teach the lads a lesson, I thought. Boys, when the XX gets here, you'll discover what a pile of junk that rehashed Kawasaki is. The XX, lads, is a polished gem, a smooth, swift chariot fit for the moto-sophisticate, and by then they would've wandered off. Um, when I actually put miles on them back to back, I realized the kids are right. It's the Honda's suspension that actually feels a bit overdamped and choppy. And while the ZZ-R engine is a bit coarser, it makes so much more power than the supersmooth Honda, you don't mind a bit. Pardon us for taking such a long time to test the ZZ-R, but I did not expect it would be such a nice `sickle.

Calvin Kim

I came into this test with somewhat of an open mind. I had ridden the XX before, but didn't really remember all the details. The ZZ-R, course is all new. Anyway, when it came time to take one home for the night, I first hoped on the ZZ-R. The growling intake sentiment is right. This thing has cajones and isn't afraid to tell you. I appreciated the remote preload adjuster, and found the dash and ergonomics to be utilitarian and just right for me.

Then came the XX. Talk about smooth, when I was riding the XX, the only thing that I could think of was when turbine-powered aircraft was first introduced to the public. However, the smoothness comes from its counter-balancer equipped engine, not from its suspension, and thats where bikes like these need the smoothness the most.

The ZZR, on the other hand, was just a fun bike. It's a big machine that can be used for just about any sort of task. I like to think of it as a BMW 5-series but on two wheels. That is, I'd think of it that way if you could ignore the buzzing. What wasn't fun, however, was its dyno graph. If you look at it, the Honda makes more power above 7,000 rpm. But during our own straightline testing, the Kawi was superior. I'm thinking the ram air system on the Kawi might be the cause of that. Regardless, I had the most fun on the ZZR through hill, dale and all points in between.

	Honda CBR1100XX	Kawasaki ZZ-R1200
Engine	1137cc liquid-cooled, 16-valve, DOHC inline four	1164cc liquid-cooled, 16-valve, DOHC inline four
Bore x Stroke (mm)	79.0x58.0	79.0x59.4
Compression Ratio	11.0:1	10.5:1
Ignition	Digital
Fuel Delivery	EFI	4x Keihin CVKD40, TPS
Transmission	6-spd, wet, multiplate clutch
Suspension, Front	43mm, 4.7"	43mm, 4.8" (P)
Suspension, Rear	Mono-shock, 4.7" (P-threaded,R)	Mono-shock, 4.8" (P-threaded)
Brakes, Front	310mm, 3 piston	320mm, 4 piston
Brakes, Rear	256mm, 3 piston	250mm, 1 piston
Tires, Front	120/70ZR-17	120/70ZR-17
Tires, Rear	180/55ZR-17	180/55ZR-17
Wheelbase	58.5"/1486mm	59.3"/1506mm
Rake-Trail	25.0°-3.9"/99mm	25.0°-4.16"/106mm
Seat Height	31.75"/806mm	31.50"/800mm
Thumb Height	37.25"/946mm	37.25"/946mm
Thumb-to-Thumb	19.0"/483mm	20.0"/508mm
Fuel Capacity	6.3gal/29L	6.1gal/28L
Fuel Mileage	43mpg	36mpg
Measured Weight (wet)	552lbs/250kg	595lbs/270kg
Available Colors	Metallic Silver	Galaxy Silver
Suggested Price	$10,999	$10,499
(P,C,R) denotes adjustable Preload, Compression damping and Rebound dampening. threaded and ramp denotes method of rear shock preload adjustment. Threaded collar, or ramped collar. Front brakes come in pairs. We assume this to be common knowledge so we didn't mention anything about it. If you didn't know this information, don't worry, you're informed as of now.

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Suzuki Bandit 1200s

Source:http://www.sportrider.com/features/146_0208_suzuki_bandit_1200s/index.html
Whuppin' on hard-core sportbikes with Carry Andrew'sheavily beefed Suzuki Bandit 1200S
From the June, 2010 issue of Sport Rider
2002 Suzuki Bandit 1200S

When it comes to the horsepower aftermarket, one of the most popular engines of the early 1990s to be tweaked and massaged by racing tuners is Suzuki's original air/oil-cooled, four-cylinder motor that powered the GSX-R line from 1985 to 1995. First produced in 750cc form, the lightweight engine responded favorably to various hop-up modifications, spawning a catalog of parts from speed merchants around the world. When the big-bore GSX-R1100 made its debut in 1986, horsepower mavens literally tripped over themselves in their rush to build parts aimed at squeezing even more thrust from the stoutly engineered mill. The onslaught of technology waits for no one, however, and now the only remaining Suzuki to utilize the venerable powerplant is the Bandit 1200.

One person who has established a long-standing reputation for extracting unbelievable amounts of power from that particular engine is Carry Andrew of HyperCycle. An enthusiastic participant in past Sport Rider UFO shootouts, Andrew manufactures his horsepower the old-fashioned way: no artificial tricks like nitrous or turbos, just straightforward normally-aspirated engineering.

In Suzuki's Bandit 1200, Andrew saw the perfect streetable superbike. "I'm an old-style rider. I grew up on the old-style superbikes, before they had full fairings and clip-ons," recalls the affable AMA racing veteran. Andrew raced the AMA Superbike series during its infancy, campaigning various racebikes from 1978 to 1989. Starting off with the original single-cam Honda 750, Andrew swiftly progressed to Kawasaki's Z-1 and GPz series, then competed on Honda's VF750F Interceptor in '83. He finished his career racing Suzuki GSX-Rs, winning an AMA Endurance championship in 1988, and then became the main engine tuner for various AMA Supersport teams, where he amassed all of his vast knowledge dealing with the then-innovative four-cylinder motors.
2002 Suzuki Bandit 1200S Engine View
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Not a whole lot of external...

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2002 Suzuki Bandit 1200S Engine View
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Not a whole lot of external trickery is evident, other than the 41mm Keihin flat-slide carbs (with no airbox; being an engine builder, Andrew's not too worried about it). Actually, there's not too much wild componentry inside the 1216cc mill, either, but you'd be very surprised at the power output from such a relatively simple motor.

The Bandit 1200 uses the same basic engine from the original big-bore GSX-R, which meant that Andrew could weave his magic on the propulsion side, while the Suzuki's non-GP-tuck riding position is more like the superbikes of yesteryear that he used to race. "I'm getting older these days. I like to go on longer rides without getting sore," laughs Andrew.

Considering its monster power output (around 165 horsepower at the rear wheel, and our well-calibrated butt dynos won't dispute that), the motor in Andrew's Bandit has surprisingly minimal modifications. "I wasn't able to source a suitably larger oil cooler in time, and the GSX-R motors put out a lot of heat when you squeeze really high horsepower out of them," reveals Andrew. A set of 81mm JE pistons sit atop the ubiquitous Carillo rods, which are attached to an APE lightened and balanced crankshaft with micro-polished journals. Milling the surface of both the cylinder block and the ported and polished (to HyperCycle specs) cylinder head bumps up the compression ratio to 13.2:1, and we did notice the tell-tale odor of racing fuel when we rode Andrew's bike. A set of Yoshimura Stage 2 cams works the stock-size valves through the company's valve spring kit, utilizing titanium retainers.

The 1216cc mill breathes through a set of 41mm Keihin FCR flatslide carbs, with only a heat shield to protect them; no airbox or individual filters attached. "I figure that it's pretty difficult for any major particles of dirt to make a 180-degree turn into the carb throats," reasons Andrew. Exhaling is through a Yoshimura Tri-Oval stainless steel exhaust system, sporting a dual-outlet titanium canister. Power output is fed through a Barnett clutch, utilizing one stock diaphragm spring and one Barnett unit. Final drive uses a color-coordinated EK 520 chain running around AFAM sprockets.
2002 Suzuki Bandit 1200S Front Wheel View
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It's all Performance Machine...

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2002 Suzuki Bandit 1200S Front Wheel View
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It's all Performance Machine components up front, with a pair of their 320mm floating cast iron discs set on their spun aluminum Chicane wheel, grabbed by PM's new four-piston calipers; braking action was fantastic, some of the best we've ever tried. Jim Lindemann did an excellent job revalving the stock preload-adjustable-only forks.

Suspension duties are handled by a Lindemann Engineering-massaged Penske shock out back, while the Bandit's conventional spring-preload-only adjustable fork got the full Lindemann treatment. The fork tubes were coated with titanium nitride for less stiction, while the cartridge internals were modified with a shim stack approximating the damping curve of a GSX-R600, along with stiffer springs.

A set of hard-anodized Performance Machine Chicane spun-aluminum wheels in the usual 17-inch diameter (3.50-inch wide up front, 6.0-inch wide out back) carry sticky Dunlop D208 GP radials for traction. Slowing all this hardware is a pair of Performance Machine's new four-piston calipers biting on PM's cast-iron 320mm discs, fed by Goodridge brake lines.

We got a chance to take Andrew's Bandit for a spin up one of the tighter canyon roads near our offices, and found it to be a relatively docile package, despite its prodigous power output. The Keihin flatslide carbs can be notoriously difficult to get dialed in, but the HyperCycle Bandit carbureted flawlessly, starting and idling without a problem, while producing crisp power from as low as 2000 rpm. Dial in more than half-throttle above 3500 rpm, however, and you'd better be pointed in the right direction--Andrew's bike possesses incredible torque in the low-to-midrange rpm band, launching the bike with such force that the front end reaches for the sky in the first three gears without provocation. In fact, we were wishing for a steering damper, as the Bandit's propensity for lofting the front wheel out of corners sometimes caused some headshake when the tire came back down to earth. Serious power begins at 6500 rpm, with the acceleration literally trying to peel the bars out of your hands, all the way up to the engine's peak power near the 10,500 rpm redline.
2002 Suzuki Bandit 1200S Foot Peg View
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Yoyodyne supplied the beautiful...

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2002 Suzuki Bandit 1200S Foot Peg View
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Yoyodyne supplied the beautiful Mikuni rearset foot controls, which helped keep the rider's feet out of harm's way without undue discomfort. Titanium bits from Yoyodyne are sprinkled liberally throughout the bike.

Just as impressive were the PM brakes and Lindemann-massaged suspension. The power and feel from the four-piston PM front calipers is outstanding, with excellent progressiveness through the lever travel allowing you to bleed off just the right amount of speed with little effort. And we couldn't find much fault with the suspension, even though the Bandit's fork is only adjustable for spring preload; we've always liked the highly adjustable Penske shocks (especially after Jim Lindemann has tweaked them), with their superior ability to keep the chassis stable, justifying their somewhat expensive price.

Andrew always goes riding with his buddies who ride the usual hard-core sportbikes, but never really comes away wanting after a hard canyon sortie. "They never leave me in any spots, no matter which roads we ride on. So I never see the need to upgrade yet," he says. With a Bandit 1200 like his, we don't see it happening in the foreseeable future, either.

Editor's note: For those of you interested in Andrew's handiwork on more hardcore machinery, he's in the process of building a monster GSX-R1000. Stay tuned.

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Blackbird review

Introduction

Build with the look of speed and with performance to back it up, the CBR 1100XX Super Blackbird was the fastest production motorcycle when it was launched back in 1996 but afterwards Honda decided to concentrate on obtaining a great sport-touring model as Suzuki and Kawasaki were fighting for those extra mph that would sell a motorcycle much better.


History
5. 1997 Honda CBR 1100XX Super Blackbird
1997 Honda CBR 1100XX Super Blackbird

Honda first introduced the CBR 1100XX Super Blackbird in late 1996 as a 1997 model in the original colors: Black, Titanium and Red. Being a great product, it soon became a popular motorbike for its combination of smooth powerful engine, good handling, comfort, reliability and quality. You will notice that the biggest CBR hasn’t suffered important improvements through the years as it was bulletproof built from the beginning.

The year 1998 doesn’t bring any changes to this motorcycle except the update to the thermostat housing. The colors available were the same (depending on what part of the world you were in). As you already now the 1100XX Super Blackbird could be delivered in any color as long as it was black (only in the U.S in the first years of production).

In 1999 Honda decides to change to their PGM-FI Fuel Injection System. Slight changes were also found at the tail light, air box, RAM Air ducts, oil cooler, and clutch. They kept the Black color for the U.S. but in Europe Blue entered the scene.

After those significant improvements and the adding of a new color, Honda believed that their sport-tourer didn’t need any more changes for 2000 so the motorbike remained virtually the same.

For 2001 the Blackbird was upgraded to a digital dash and Silver was added for Europe. This is the year when the color changed for the U.S.: Red was preferred instead of Black.

2002 doesn’t bring any changes except the adding of Silver for the U.S., only to return at their initial color (Black) in 2003 when the last model of the 1100XX was released in the U.S.

Honda kept producing the Blackbird for the European market but it only changed the colors: 2004 marks the introduction of two-tone Black/Silver color scheme, the 2005 and 2006 models received Silver two-tone and Blue two-tone while the 2007 1100XX features Iron Nail two-tone color scheme.

As you could see the Blackbird kept is original characteristics through the years and it is still going strong in a class with much desired supremacy.
Competition
8. 2007 Honda CBR 1100XX Super Blackbird and Suzuki GSX1300R Hayabusa
2007 Honda CBR 1100XX Super Blackbird and Suzuki GSX1300R Hayabusa

In any domain, but especially when it comes to motorcycle building, bigger and faster is the aim and Honda made no exception when it introduced their biggest model in order to steal Kawasaki’s crown. They succeeded and the Blackbird became the world’s fastest production motorcycle. But the happiness didn’t last long because Suzuki had prepared their biggest model for 1999, the GSX1300R Hayabusa, when the title “The World’s Fastest Production Motorcycle” was obtained with 5 extra mph.

Kawasaki later introduced today’s monsters and the main competitors for the Blackbird and Hayabusa, ZX-12R and ZZR1400. Both Kawasaki models reached more mph at the top end so the battle today is taken between Suzuki and Kawasaki, Honda remaining a comfortable sport-touring alternative with a lot of power only a twist of a throttle away.
9. 2007 Kawasaki ZX12R and Honda CBR 1100XX Super Blackbird
2007 Kawasaki ZX12R and Honda CBR 1100XX Super Blackbird
Exterior
1. 2007 Honda CBR 1100XX Super Blackbird
2007 Honda CBR 1100XX Super Blackbird

When I first approached the Blackbird, back in ’96 I was astonished of its size. This is a really large motorcycle and frankly it kind of scared me because I was expecting Honda to follow the tendency of increasing the amount of horse power positioned in a relatively small frame. But they based the aerodynamic nose design on that of an aircraft which owned the title of the world’s fastest aircraft for quite a while and that is pretty cool as well as the bike’s design. A stealth motorbike, even a pseudo stealth one, is unusual and I don’t think many shapes could carry it off. This, however, manages to look classy and somehow sinister at the same time.

The initial design of the CBR 1100XX hasn’t changed through the year because, as I already said, it is kind of the only thing that reflects the motorcycle’s capabilities. The only thing that changed were the colors but I believe that the matt black paintwork with pale gold wheels and titanium detailing echoes the aeroplane even further.

Today we encounter the same fairing dimensions and sharp look that we already gotten used to Iron Nail two-tone painted giving the impression of bare metal, kind of the aeroplane’s fairing in the early days.
Technical

Would a motorcycle even count if it wouldn’t perform the way it looks? I’m sure we all know the answer but thanks to Honda’s engineers who made sure that the Blackbird will have a big heart (1137 cc liquid-cooled, inline four cylinder engine which is compact and lightweight), we don’t have to worry about awesome performance. Those same smart Honda people came with the idea of incorporating a dual-shaft balancer system, a unit which revs up very smoothly eliminating the annoying secondary vibration. This evolved into a directly bolted engine to the dual spar, triple box section aluminum frame without using rubber mounts, obtaining even further overall rigidity.

The suspension system, combined with the motorcycle’s lightness, provide it with outstanding agility and satisfying maneuverability while still maintaining the main sport-touring characteristic: comfort.

Such a fast and big motorcycle needed a performance braking system in order to come to a safe stop and Honda had it just ready for mounting. The Dual-Combined Brake System, which actuates the front and rear brakes by either pulling the hand lever or pressing the foot pedal is a ingenious solution for fast stops in complete safe. Kind of what we would expect from Honda.

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Test Drive
10. 2007 Honda CBR 1100XX Super Blackbird
2007 Honda CBR 1100XX Super Blackbird

Don’t buy such a machine if you haven’t reached a high level of experience or if you think that this bike will help you gain it. It won’t!

Just take a look at its dimensions which simply say: “Not for beginners!”

They say that people are afraid of what they can’t control and I have to recognize that I got a little scared of this motorcycle. Don’t get me wrong! The CBR 1100XX Super Blackbird can be controlled, the rider is the one who can’t get his hand off the throttle. I was surprised to feel the bike’s weight vanish underneath me as I started accelerating and, going through the gears, I felt like I was floating on a very fast cloud. What seems unwieldy and threatening at a standstill becomes stable and reassuring at town speeds and even more stable and reassuring at highway speeds. And when it comes to highway speeds, the big Honda has it right. I sat at well over 130mph for just about a full tank of fuel. The Stealth-inspired aerodynamics protected me from the wind and made other drivers wonder what was passed them on: a motorcycle or a Jet? And I was perfectly relaxed, the kind of mood that you want to have when you ride at those speeds.

Let’s face it: this machine is build to accelerate and give its best on a straight line but doesn’t it need to steer? How does the Blackbird feel in corners? Well it is still a great companion. Handling is little slow, but remember that we are talking about a big, heavy bike, not a sharp handling supersport motorcycle.

At the end of the day I had to put my test drive to a stop so I used the reliable linked brakes that Honda provided for this motorcycle. It is very interesting how they take an idea and stick with it improving and refining it until it eventually becomes something worthy of the name Honda.

Overall the Blackbird was excellent although it requires a lot of getting used to and I still believe that it was a little too much for me. But hey, that’s me. If you like the bike and you’ve ridden other bikes through the years I guess you could make the step of buying it.
Price

And if you are determined to make that step this is the place to find the prices for such a Honda. You will find the price here because the CBR 1100XX Super Blackbird stopped being sold in the U.S.

A 2002 Honda CBR 1100XX Super Blackbird properly maintained, with low miles on board won’t cost you more than $6500 but than again you have to think very well what you are buying and especially what do you want to use it for. Good luck with that!
Conclusion

Featuring many of Honda’s most innovative technologies all integrated into a sleekly aerodynamic sportive powerhouse, the CBR 1100XX Super Blackbird projects an unmistakable image of high performance machine starts as its bullet-shaped nose and rockets through to its aerodynamic tail.

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SPECIFICATIONS


Engine and Transmission

Displacement: 1137.00 ccm (69.38 cubic inches)
Engine Type: inline four
Stroke: 4
Power: 150.00 HP (109.5 KW) @ 9500 RPM
Torque: 119.00 Nm (87.8 ft.lbs) @ 7250 RPM
Compression: 11.0:1
Bore x Stroke: 79.0 x 58.0 mm (3.1 x 2.3 inches)
Fuel System: Electronic fuel injection
Fuel control: DOHC
Ignition: Computer-controlled digital transistorised with electronic advance, integral immobiliser
Starter: Electric
Cooling System: Liquid
Gearbox: 6-speed
Transmission type final drive: Chain
Chassis and Dimension

Front Suspension: 43mm HMAS cartridge-type telescopic fork, 109mm axle travel
Rear Suspension: Pro-link with gas-charged HMAS damper, stepless adjustable rebound damping, 109mm axle travel
Front Brakes: Double disc
Front Brakes Diameter: 310mm (12.2 inches)
Rear Brakes: Single disc
Rear Brakes Diameter: 256mm (10.1 inches)
Overall Length: 2.160mm (85.0 inches)
Overall Height: 810mm (31.9 inches)
Ground clearance: 130mm (5.1 inches)
Wheelbase: 1.490mm (58.7 inches)
Dry weight: 224.0 kg (493.8 pounds)
Fuel capacity: 23.00 liters (6.08 gallons)

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