Street Motorcycle

2013 Performance  Suzuki Hayabusa GSX1300R ABS
The 2013 models come back equipped with a brand new superior Brembo monobloc calipers and Antilock brake. These options area unit bound to attract one rider main road cruising and traveling partner.

Hayabusa style utterly combines bike and rider. fastidiously carved  bodywork tames the wind to maximise the ability of the engine is quite enough Hayabusa. in depth construction testing with riders aboard that helps to find the most type to hurry up. Radical mechanics styling and refined bodywork not solely provides a novel look Hayabusa however additionally shield the rider from wind and improve fuel potency.

Hayabusa style utterly combines bike and rider. fastidiously carved  bodywork tames the wind to maximise the ability of the engine is quite enough Hayabusa. in depth construction testing with riders aboard that helps to find the most type to hurry up. Radical mechanics styling and refined bodywork not solely provides a novel look Hayabusa however additionally shield the rider from wind and improve fuel potency.

Muscular Hayabusa four-cylinder provides a broader wave of torsion for simple acceleration. Advanced style options liquid-cooling, ram-air induction draught with Suzuki twin throttle (SDTV) throttle bodies, fuel injectors use twin injectors area unit controlled by the eu 32-bit, hollow double overhead cams and 4 valves per cylinder operate.

Forged three-ring aluminum-alloy slipper pistons give superior strength. Oil management rings on every piston electro-plated with chrome-nitride coating applied during a chamber employing a Physical Vapor Deposition (PVD) system.

Chromium compound PVD coatings area unit tougher and electric sander than standard chrome plating, reducing friction whereas rising cylinder waterproofing. the highest seal is additionally equipped with associate formed cross section, with the combustion pressure pushing against the tight ring of the cylinder wall to scale back blowby and augmented strength truly push the piston down.

Hayabusa options Suzuki Drive Mode Selector system (S-DMS) is exclusive, that permits the rider to pick out one amongst 3 engine management maps.This system permits the rider to pick out a map to suit totally different personal preferences in numerous riding conditions, like selecting one map for main road cruising and also the alternative map for tight roads.

Hayabusa engine fitted with a tapered, double-barreled 44mm Suzuki twin throttle (SDTV) throttle bodies. in contrast to standard mechanical system system, SDTV system has 2 butterfly valves in every throttle body barrel. The rider controls the most valve via the throttle grip and also the engine management system mechanically controls the secondary valve, step by step gap to keep up optimum intake charge rate supported engine rate, gear position and gap the most valve. this method, the proper to a fastidiously controlled combustion potency and makes the throttle response additional natural feel to the rider.

Designers fastidiously each side of Suzuki Hayabusa-bold look of the standout options like a lamp with plenty of fine mechanical details hidden from read. Hayabusa homeowners typically commented that nothing compares to the awe galvanized by a Hayabusa. once pose, inviting  guests and once the bike ride through town that invitations the audience desirous.And whenever Hayabusa riders meet one another they typically notice instant friendly relationship.

Hayabusa comes up legendary not solely from the angle of power, handling and aeromechanics. each side of the planning of the chassis top-tier for-braking system mix to deliver alone performance.Riders have typically delineate because the Hayabusa trained wild animals. And as descendants of the first, the bike responds to input even the foremost nuanced of the rider. Suspension movement isnt rigid, however the bike quietly absorb shock sort of a luxury sedan. Similarly, the advanced braking confidence decelerate the Hayabusa’s chassis. The braking system of the 2013 models supply even additional enhancements to supply bigger confidence for the rider.

Brembo Monobloc front brake calipers lighter and additional rigid than standard calipers bolt-together, top-of-the-line radial-mount calipers Hayabusa Brembo Monobloc front brakes give higher feedback to the rider. Enlarged piston diameter of 32-30mm to 32-32mm. Piston huge facilitate to use bigger force to the brake discs, which ends in augmented initial bite and feel additional controlled.

New commonplace instrumentality Antilock brake (ABS) unit style contains a compact, light-weight. The ABS brakes improve performance by serving to to stop, to some extent, the wheels lock for dynamical road conditions or excessive braking, by matching stopping power to out there traction.The ABS? Is associate sweetening for brake operation, not a tool for shortening stopping distance. continually bear in mind to scale back speed sufficiently before approaching curves.

KYB inverted cartridge fork options Diamond-Like Carbon (DLC) coating surface treatment on 43mm post tubes to scale back friction and improve reaction to tiny surface irregularities. Fork provides 120mm front wheel travel. Spring preload, compression damping and rebound damping totally adjustable.

Hayabusa is provided with Bridgestone BT-015, that was specifically developed for motorcycles. Tire profiles and compounds developed through a spread of tests to realize a high level of stability and handling. A single-piston, pin-slide rear Tokico brake calipers works with new ABS equipped. The rear discs area unit 260mm in diameter and five.5mm thick.

KTM 390 Duke joins its 125 and 200 siblings..

Made in India.. for the world

Just before the curtains go up on the 2012 Milan Motorcycle show (also known as EICMA), images and details of the next big iteration of the India developed/India made KTM Duke series has been made public. The 390 Duke is here..!!

Identical Twins-Triplets (?): In terms of styling the 390 Duke is not too different from the 200/125 Duke. Only the color scheme on the 390 gets a different treatment along with the trellis frame getting dipped in orange. By the way the 125/200 and 390 Duke gets ABS for 2013 (in Europe).

Pocket Rocket: But the biggest news here is the new 373.2 cc, single cylinder, liquid cooled engine which belts out 44 Ps of power and 35 Nm of Torque. Coupled with a ultra light weight 139 Kgs (dry weight) along with the trademark KTM genes should make the 390 Duke the scariest motorcycle to have ever manufactured in India.

Made in India, for the world (and India): The best piece of news about the 390 Duke is that like the 125/200 Duke, even this Duke has been developed in India by Bajaj Auto R&D and will be manufactured in India by Bajaj Auto.

Developing and manufacturing in India means huge costs savings for KTM. But the best part of it is that Indians get these orange machines at price which bikers outside India cant even imagine in their wildest dreams..!!

Pricing & Launch date in India: Not yet announced.. but expect a price that will make bikers not residing in India get a deeper shade of Green.

KTM 390 Duke: Specifications

Engine type: 4-stroke single cylinder liquid-cooled 4-valve DOHC
Engine capacity: 373.2cc
Bore x Stroke: 89mm x 60mm
Compression ratio: 12.5 : 1
Horsepower: 44PS at 9,500rpm
Torque: 35Nm at 7,250rpm
Starter: Electric
Wheelbase: 1,367mm
Ground clearance: 170mm
Seat height: 800mm
Weight: 139kg
Tank capacity: 11 Liter
Brakes (Front): 300mm disc
Brakes (Rear): 230mm disc
Tyres (Front): 110/70 - ZR 17 M/C
Tyres (Rear): 150/60 - ZR 17 M/C

Related Posts

• Ride Review: KTM 200 Duke [Feb 2012]

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

TVS Officially launches ABS (Antilock Braking Systems) on its Apache RTR 180 model.. but are you buying it..??

TVS Motor and the Indian 2 wheeler industry reaches another milestone today as TVS Motor officially launched its ABS (Antilock Braking System) which it has co-developed with Continental AG Germany.

Price: According to SunilG of xBhp who attended the official event, the price for the ABS variant of the Apache RTR 180 is 78,880 (ex showroom Delhi). This makes it around Rs. 9,000-10,000 dearer to the non ABS (normal) Apache RTR 180 variant.

"Jo Alag Dhikhta hai, Woh bikta hai..!!"

I know it’s sad but true

To differentiate the Apache RTR 180 ABS variant, it will be available only in the white color with orange colored "RTR" branding on the tank flap/extension. The tank flap also gets "ABS" lettering on it. Apart from that, the rest of the bike is exactly same.

Even in terms of performance, the Apache RTR 180 is exactly same with 17.02 Ps Peak power @ 8500 rpm and 15.5 Nm @ 6500 rpm. But the kerb weight is going to increase by 4-5 Kgs as I had read somewhere that this particular ABS kit puts an extra 4-5 kgs on the bike.


Why ABS?:

As I have posted earlier, having an ABS on our less than perfect Indian roads is a must. Although I am yet to ride a bike with ABS, but having had two unpleasant falls (both due to font the wheel locking), I am more than pleased that TVS has started the trend of introducing affordable ABS on our motorcycles.

But, its not a perfect world (or market) that we live in..

After the news of the launch of the ABS kitted Apache RTR 180, there has been kudos, oohs and aahs from members of xBhp.Com (India’s largest online 2 wheeler forum).

But even after 12 hours there has not even been a single post which says “When are they taking booking?”, “When are the deliveries about to start?” or “I want to book one for myself”.

According to TVS, "If the RTR 180 ABS is successful then TVS will give the RTR 160 ABS as well". I can clearly see the writing on the wall that unless TVS offers the ABS on a premium models like a 200/250 cc motorcycle which is visually different (preferably with a “full fairing”), not many Apache RTR with ABS might find its way out of the showrooms.

India is a very price sensitive market. I do not see many prospective Apache RTR buyers ready to pay an extra Rs. 10K for a motorcycle which has no different “looks”. Even if the extra Rs. 10,000 could actually save their lives.


Jo Alag Dhikhta hai, Woh bikta hai..!! I know it’s sad but true. For example, just how many Apache RTR 160 Fi models do you get to see on our roads?

Personally I am very happy that TVS Motor has started the trend of introducing reasonably priced (yes, Rs. 10,000 is reasonable for an ABS) ABS units on our "desi" bikes.


Photo & news credit: xBhp.Com

Related Posts

• TVS ready with ABS on its Apache RTR 180



• What is Antilock Braking System (ABS) in Simple English



• How to Apply Brakes on Indian Roads

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

In June 2008 Honda announced that it had developed and implemented the “world’s first electronically controlled braking system for supersport motorcycles.” At the time, we could only wonder what it might be like to haul the CBR600RR, consecutive five-time AMA Formula Xtreme and consecutive six-time World Supersport champ, in from speed with the aid of combined braking and ABS.
Wondering about the optional system has now been supplanted by experiencing. We’ve been to the Mountaintop of Braking and seen that it is good aboard the 2009 CBR600RR C-ABS!
Had Big Red simply pared down just enough of the Combined (linked) ABS system as currently found on the Gold Wing, ST1300 and VFR in order to fit the CBR 600 and 1000? The system is in fact all new.

Judging by the sound of crickets when I asked American Honda’s Millar Farewell, Assistant Manager of Technical Training, if this CBR system will soon be found on the aforementioned touring and sport-touring models, the reasonable assumption is indeed it will. Likely it won’t be identical, as the CBR system is optimized for sportbikes. However, in short, this newest C-ABS is simplified, smarter, faster and lighter in contrast to the existing system, so it’s likely Honda will apply a variant across other models.

ABS 101

Imagine a traditional brake system. When you apply the brake, fluid travels directly from the brake lever/master cylinder through brake lines to the caliper; essentially a straight shot. Hopefully you’ll come to a safe stop in the amount of time or distance you want based upon the amount of pressure you apply to the lever or pedal. The most basic components of the typical ABS are: wheel-speed sensors, pressure control valve(s), and an electronic controller (ABS brain). With ABS, instead of fluid traveling straight from the lever/pedal to the caliper, it now first passes through a control valve, then out to the respective calipers. Under normal circumstances fluid moves uninhibited from the lever through the control valve and out to the caliper; just like a standard system but with the extra path through the control valve. The electronic controller unit comes into the picture by monitoring wheel speed via sensors on each wheel, constantly looking for unusually rapid deceleration. The ABS brain knows, based upon parameters programmed into it, at some point in that rapid deceleration the wheel will “lock-up.” Before this can happen, the ECU will close valves in the control valve unit, allowing pressure in the brake to drop enough in order for the wheel’s speed not to stop. At that point the brain will re-open the control valve for pressure to build again, in essence allowing another attempt at stopping. The basic premise of ABS is that the brain plays gate-keeper between the pressure control valve unit and the brake caliper, taking its cues from wheel speed, opening and closing valves in order to decrease and increase fluid pressure. It usually does this faster than a wheel can change speed significantly, cycling at some where around 15 times per second. Often, anti-lock systems also employ a pump to assist in rebuilding pressure in the brake line(s) as well as a few other components.

There’s ABS, then there’s Honda C-ABS

Honda had four basic goals to achieve with this new C-ABS:

• Enable immediate full use of braking performance

• Retain stability while braking

• Less chassis reaction while ABS is active

• Rider confidence gained or increased from knowledge of no wheel “lock-up” (ABS)

Honda reminds us that traditional ABS and combined braking ABS on bikes use extra components, like a delay valve, pressure control valve, a fork-mounted secondary master cylinder and special 3-piston brake calipers. What makes this new system exceptional is that Honda was able to do away with those extra clunky bits, using a traditional caliper in the process. In the case of the ’09 CBR600RR (regardless of C-ABS option or standard brake) that traditional caliper is now essentially the same mono-block radial-mount caliper that’s on the CBR1000RR. Nice upgrade.


One of the biggest challenges to applying C-ABS in the case of the CBR models is their short wheelbase and high CoG. As you may have seen in race photos, or even experienced for yourself, hammering the front brake on a modern sportbike will have the rear wheel skyward in no time. C-ABS dramatically reduces unwanted chassis pitch from heavy braking.
In keeping with the mass-centralization philosophy of Honda sportbikes, the C-ABS components were located in places that didn’t negatively impact the bike’s handling. Despite their best efforts, one minor change, relocation of the shock reservoir to the left side rail of the subframe, was needed to accommodate placement of the rear power unit.
By now you’re probably wondering how much extra weight the C-ABS CBR600RR is carrying around. The system adds approximately 22 pounds to the honest-Indian curb weight of the non-C-ABS model’s 412 pounds. Honda did what all the other OEMs do: bought competitor’s bikes.

The tally for 2009 Japanese supersports real-world wet weights according to Honda is:

• CBR600RR non-C-ABS – 412 lbs; C-ABS equipped – 434 lbs

• Kawasaki ZX-6R – 428 lbs (Kawi claimed – 421)

• Suzuki GSX-R600 – 434 lbs (Suzuki claimed -- 432)

• Yamaha R6 – 422 (Yamaha claimed *wet*-- 414)

Beyond wheel-speed sensors and pulser rings necessary to all anti-lock systems, the Combined-ABS on both the CBR 600 and 1000 consists of one power (modulator) unit and one valve unit per wheel, and of course the ABS brain, or more officially, electronic control module (ECM).

Forgetting ABS for a minute, let’s take a simple look at how this new system functions.
When you put the squeeze on the front brake lever or rear brake pedal, fluid from the respective lever/pedal master cylinder travels to the valve unit in which pressure sensors relay info to the ECM about how much pressure you’ve applied. The ECM then signals to the power unit. This power unit is a motorized gear-driven ball screw that operates a piston (think of it like the piston in the master cylinder) to apply brake fluid pressure. Fluid then travels out of the power unit, back through the valve unit and out to the caliper(s).
New C-ABS for Dummies: brake lever to valve unit; valve unit signals ECM; ECM signals power unit; power unit applies pressure back through valve unit and out to caliper. You stop.
If you’re starting to think about this system and realizing that your squeezing on the lever isn’t really applying pressure to the caliper, you might be wondering how, or if, you get the same feel at the lever as you would on a traditional system. Inside the valve unit is what’s called a stroke simulator. The simulator is a pair of “rubber cushions of differing density that returns increasing amounts of resistance [to the lever or pedal] as brake lever/pedal pressure is applied.” Think of it like a flight simulator for the brake lever.
So how did Honda put the sensation of traditional brake feel into two tiny pieces of rubber? Only the staff in Japan knows precisely how, but helping assess the feel required to mimic regular brakes was partially the work of Honda development riders and former racers, Jeff Tigert and Doug Toland. Both gents have countless hours of development time in Honda street motorcycles, and as Farewell said, “When you ride a CBR C-ABS, a little bit of Doug and Jeff is riding with you.” That’s quite reassuring, especially if you’ve witnessed how quickly those two racer-types can lay down lap times.







According to Farewell, this updated C-ABS’s ECM reacts three times faster than the ECM on the VFR. The new system has to react faster by virtue of how much quicker things take place on the typical supersport machine. Additionally, thanks to the seamless anti-lock activation, the rider has no sense of its use until approximately the last few feet before stopping when a small amount of vibration, or shudder, can be felt through the chassis. And this is only because now that the bike is slowed to that point it’s possible to perceive some feedback. This occasional sensation is so minimal that it will likely go unnoticed by most riders.
Skeptical of a computer doing all the thinking for you? A fail-safe system determines that C-ABS is all or nothing. If any one point in the system self-check fails, the entire C-ABS essentially shuts down, leaving all valving open and free flowing, thereby reverting to a traditional, non-ABS brake. Also, don’t forget that this system is tailored to supersport riding and is far less intrusive than some ABS haters may think it is. Unlike some of the current ABS on BMW bikes, Honda C-ABS cannot be manually disabled.
When the system sees that you’re really crushing the brake lever in a feverish attempt to stop, it will then apply a degree of rear brake based on a predetermined pressure value from the front, regardless of ABS activation. You could do this on a conventional system, but most riders don’t have the skill necessary to match the speed and precision of the electronic system. Applying some level of rear brake will cause the rear suspension to compress, thereby helping stabilize the chassis, achieving one of the primary goals of employing C-ABS on a supersport.
When using the rear brake only, the ECM doesn’t bring the front brake into action until the rear brake is near the point of lock-up. This, says Farewell, is different than current linked systems that include the front brake much sooner. This allows a rider to use the rear brake much like a non-combined system. This could come in handy, for example, during sporty stints when the rider might use the rear for trail-braking.
Talk is cheap
In order that Honda may prove to the world just how special this new C-ABS, American motorjournalists were invited to the company’s North American R&D facility somewhere between the high-desert terrain of Mojave, CA and the middle of nowhere. Security is tighter than a crab’s tushy. After passing through the first security checkpoint, and a security escort straight to our destination, I felt like maybe I wasn’t on U.S. soil any longer…
Testing the bike would take place on what Honda calls the Winding Road course, a 4.5-mile circuit designed primarily for evaluating autos. It’s meant to simulate real world conditions. It has elevation changes, decreasing radius and banked turns, varied pavement surfaces, painted lines, and purposely placed pot holes and bumps.



So what would make an ideal testing situation for an ABS package? How about a naturally slickened surface courtesy of two days of rain? Consecutive days of rain are something of an anomaly in that region of the Mojave. The power of Honda…
After a sighting lap or two we were cut loose. Despite the potential of the new C-ABS, my hundreds of thousands of miles of riding in the wet without the benefit of ABS have thoroughly and wholly hard-wired my brain to avoid crushing the lever in such conditions. Nevertheless, Honda staffers assured us that when we were ready to abandon braking convention and discard our sense of self-preservation the new C-ABS would be waiting for us with open arms.
We weren’t there to perform the typical critique of a bike’s power and handling prowess, so going fast wasn’t my focus. However, when a corner approached or the initial ascent of a hill was spotted, I did my best to ply the front brake as recklessly as I could convince myself to. ABS aside, the CBR1000RR-like calipers provide excellent feel and very linear rotor crushing power. Anyone purchasing an ’09 CBR600RR without the optional C-ABS will nonetheless be rewarded with outstanding brakes.
My report on ABS on the road course is that it operates exactly as advertised. Absolutely no pulsing commonly experienced on many anti-lock systems was transmitted back to the lever or pedal, and only the slightest shimmy in the chassis could be felt in the last dozen or so feet before coming to a complete stop. The system is simply and wonderfully seamless. Period.
Moving over to the skid pad, one in our party had the brassy orbs to suggest purposely flooding the pad beyond what moisture had already been deposited from the sky. Foolish? Perhaps. Completely safe and manageable with the CBR’s C-ABS? Absolutely!
With more than an inch of standing water, residual mud, sand, and grit runoff, as well as painted lines, the stage was set for a spectacular crash.
Reaching speeds of around an indicated 100 mph in a very short distance followed by the hardest squeeze I dare apply resulted in nothing more than coming to a stop. A stop, I should add, that obviously required more distance than what it would have on a drier surface, but the C-ABS provided the best stop possible in that situation.
Indeed, too, it was much more apparent in this flooded environment that ABS was working, as the feeling of the rear tire slowing and then accelerating was obvious. Still, though I was conscious of this near-crash scenario, I was instilled with that cliché ever-present in moto reviews: confidence.
The best Supersport brakes?
People, this system works incredibly well. It’s a tad too early to say with impunity until we get our hands on the other players in this arena, but I’m hedging that the 2009 Honda CBR600RR C-ABS has the best brakes in class. For all my riding and braking experience, if I were in the market for a CBR600RR, I absolutely would opt for C-ABS.
MSRP for non-C-ABS models is $9,799; C-ABS models will be $10,799.

After a slow trickle of information from a series of teasers to last week’s deluge from an apparently accident leak, Suzuki has officially unveiled its updated 2012 V-Strom 650 ABS.
Initial reaction on the blogosphere to last week’s leak was rather tepid. After several teasers hinting at a “new middle-class motorcycle”, many expected Suzuki to introduce a dramatically changed new V-Strom, perhaps somewhere in the 800cc segment to compete against the new Triumph Tiger 800 and the BMW F800GS.
Proclaiming it “time for real adventures”, Suzuki’s teaser campaign hinted at something more off-road oriented than the previous Wee-Strom. The reality turned out to something still better suited to pavement than dirt.


When the first images and specs emerged, the perception was the 2012 Suzuki V-Strom 650 was, as the cliché goes, more evolutionary than revolutionary. But perhaps that isn’t such a bad thing. The previous V-Strom 650 was a very capable machine, powered by the well-received engine inherited from the Suzuki SV650 and SFV650 Gladius.
The fuel-injected engine on the 2012 Suzuki V-Strom has the same bore and stroke as the previous version (81.0mm x 62.6mm), but it has been updated with new pistons, piston rings and cylinders. According to Suzuki, the updated engine offers higher torque at low-to-mid revs, thanks to a modified cam profile, as well as more horsepower at the high end. Suzuki also claims a 10% improvement in fuel economy, allowing for a slimmer, lighter fuel tank with a capacity of 5.3 gallons from 5.8 gallons. Claiming a curb weight of 472 pounds, the 2012 V-Strom ABS is about 13 pounds lighter than the 2011 version.
The new V-Strom uses the same aluminum twin-spar frame and swingarm as the previous model. The front suspension uses 43mm telescopic forks with five spring preload adjustments and 150mm of stroke. The rear suspension also offers adjustable spring preload, with fine adjustments made with a knob located under the frame cover on the right side.
Like the 2011 model, the V-Strom 650 will only be available with ABS. According to Suzuki, the ABS components are lighter and more compact on the 2012 model, weighing 1.5 pounds, less than half the previous ABS system’s 3.3 pounds.

The 2012 Wee-Strom uses the same aluminum twin-spar frame as the previous version. The new muffler has a buff-finished end cap and silver metallic cover to protect optional side cases from excessive heat.

The seat on the 2012 V-Strom 650 is new, with an embossed logo and red stitching. At 32.9 inches, the standard seat sits 0.6 inches higher than on the previous version, which, according to Suzuki, reduces rider fatigue for long-distance riding. For riders with longer or shorter legs, Suzuki is offering a couple of optional seats that are change the seat height to either 33.7 inches or 32.1 inches.

The standard seat is 32.9 inches from the ground, but Suzuki will offer optional seats for taller and shorter riders.

A slimmer fuel tank combined with the new side vents give the 2012 V-Strom 650 a narrower shape than the previous version.

Design-wise, the new Wee-Strom is slimmer than the previous version. The narrower tank helps make it easier to put your feet down despite the higher seat, while the previous version’s side plastics have been replaced by black resin air outlets, a change intended to improve cooling and provide better wind protection. The windscreen offers three adjustable settings, with the upper edge in the default setting 30mm set back from the 2011 model’s windscreen.
Behind the seat, Suzuki replaced the aluminum rear carrier and passenger grab handles with a lighter black resin components that are lighter and less affected by ambient temperature.
Another update is the new instrument panel with an analog tachometer and brightness-adjustable LCD display. The LCD screen displays a gear indicator, fuel gauge, ambient temperature and odometer/trip meter/fuel consumption. The tachometer also features a coolant and oil temperature warning and a road freeze warning that lights up when the road temperature approaches freezing.
The 2012 V-Strom 650 will be produced in three colors, though only two will be offered in the U.S. American consumers can choose between Metallic Fox Orange and Glass Sparkle Black while other markets will be offered the Pearl Mirage White.
The 2012 Suzuki V-Strom 650 ABS will arrive in American dealerships in November, though pricing remains to be determined. Suzuki will also offer a number of accessories, though the North American offerings have yet to be finalized.

The 2012 Suzuki V-Strom 650 ABS will be available in North America in black or orange. The white version seen in the close-up shots will be available in other markets.