Total Motorcycle Community Forums

I would check out the SV1000. If your willing to look at used you could even find a naked version of the SV1000 with a more upright riding position. the SV1000S has a riding position identical to the gixxers but I find it to be pretty comfortable for a sportbike

Skier wrote:

VermilionX wrote:

grampi wrote: I could go with about any of the inline four crotch rockets, but none of them have any low or mid range punch.

you can install a PCIII on them.

if you go w/ a suzuki... you can install both a PCIII and a TRE.

even w/ just the TRE , which is a very simple and non-expensive mod, you will get the low-mid torque you want combined w/ the higher top speed.

im not sure if other makes also have a limiter and if they do i dunno what they use for a TRE.

installing PCIII usually requires that you upgrade your exhaust sys too so that's gonna be really expensive.

Changing the engine's ignition timing and fuel mixture will not increase low-end torque to the levels the original poster wants. The inline four motors just aren't made for that - they are designed for lots of HP up high. A V-twin, with its much larger pistons, produces boatloads more torque, much lower, than any production inline four.

Also, a full exhaust system will actually sacrifice low-end torque and HP for high-end HP gains. Exactly opposite what the OP wants.

Considering the whole purpose of the having the v-twin is to produce low and mid range power, wouldn't the aftermarket system enhance it's low to mid range power, or were you just referring to how aftermarket systems effect inline fours?
_________________
Hispanic / Latino Forum

grampi wrote: Considering the whole purpose of the having the v-twin is to produce low and mid range power, wouldn't the aftermarket system enhance it's low to mid range power, or were you just referring to how aftermarket systems effect inline fours?

the SV1000 is compatible w/ a TRE.

VermilionX wrote:

Skier wrote:
Also, a full exhaust system will actually sacrifice low-end torque and HP for high-end HP gains. Exactly opposite what the OP wants.

i thought that's what the PCIII is for in conjunction w/ the exhaust upgrade.

oh well, if you're right then i just learned something new again.

Intake, exhaust, and PCIII mods will increase torque, but it will move the power curve upwards, causing the bike to be less responsive in the lower RPM's than it was before. This will happen pretty much any time you make an engine breath better.

I've ridden the Buells and the Suzuki SV1000S. The SV is one impressive machine!!! If I was a bit younger (back problems) there would be one in my garage.

Yamaha (Canada and Europe) does offer a nifty torque meister in the V-Twin format, sort of a cross between a street fighter and sport bike. The MT-01 would be just the ticket.


If you are still interested in the cruiser format consider a used Valkyrie. TONS of torque and horespower, arm stretching power anytime you desire in any gear! They handle way better than most people think they could as well. Still my favourite bike of all time.

The MT-01 is a torque machine! Just look at the rear sprocket to get an indication of its bottom end.

Mintbread wrote:The MT-01 is a torque machine! Just look at the rear sprocket to get an indication of its bottom end.

To quote Cycle Canada Magazine, "From lower speeds, the MT-01 accelerates with a ferocity that can't entirely be summed-up by traditional zero-to-sixty or quarter-mile figures. it just goes, immediately, without the need to build revs and without the necessity of a downshift."

ummm, ya, well, 110 lb-ft isn't exactly chump change.

Mintbread wrote:The MT-01 is a torque machine! Just look at the rear sprocket to get an indication of its bottom end.

I tmakes me want to do bad things, but I still like the MT-0S better

I've got Superhawk #120 in the garage from the first model run of the first year they were made. It's a great bike, if a little uncomfortable for the long run, as well as limited in fuel range. It is more comfortable than the old TL1000, the RC-51, and the SV1000S. The engine also has more bottom end than any of these other bikes. I used to get a new bike every 3 years and now I'm in to my 10th season with the same bike. The new stuff that I've ridden just doesn't move me the same way. If you get the opportunity to try one, go for it. It sounds like you are looking for exactly what the VTR is.
There may be a 650 V-Strom in my future, but I will be keeping the VTR...

High_Side wrote:I've got Superhawk #120 in the garage from the first model run of the first year they were made. It's a great bike, if a little uncomfortable for the long run, as well as limited in fuel range. It is more comfortable than the old TL1000, the RC-51, and the SV1000S. The engine also has more bottom end than any of these other bikes. I used to get a new bike every 3 years and now I'm in to my 10th season with the same bike. The new stuff that I've ridden just doesn't move me the same way. If you get the opportunity to try one, go for it. It sounds like you are looking for exactly what the VTR is.
There may be a 650 V-Strom in my future, but I will be keeping the VTR...

You would probably be able to answer some of my specific questions that would help me decide if I'm going to be interested in a VTR. I will probably make references to the V-Max as I owned one, and because its engine had a lot of the qualities I like in an MC engine.

The Max made a good deal of low end grunt. In fact, it is was the champ for top gear roll-on performance for years. I'm looking for something with more low and mid RPM punch than the Max had. How hard does the VTR pull at low RPM's, and at what RPM does it start pulling? 2000? 2500? How hard does it pull during top gear roll-ons? What RPM is the VTR turning at 60 MPH? Also, is the VTR capable of running 10 sec 1/4 mile times? Thanks.
_________________
Tippmann SL-68 II