motorcyclenews

2010 Kawasaki Z1000

2010-04-09T11:16:00.000-07:00

Powered by a 1,043cc inline-four developing an impressive 136bhp and 81lb/ft of torque. The all-new engine makes this the most powerful Z1000 so far and we expect it to turn the new generation model into also the fastest Z1000. The chances for that to happen are quite big because the new aluminum frame reduces overall weight, about which Kawasaki hasn’t yet mentioned a word. Yet they do brag about better mass centralization and the ZX-10R cast aluminum frame, which makes its way around the top of the engine, keeps overall width at a level that allows even female riders to ride the Kawasaki Z1000 easily

2010 KTM RC8R

2010-03-29T09:26:00.000-07:00

KTM has presented the first of 100 RC8R Akrapovic Race Replicas. Thanks to its integrated Club Race Kit, inclusive of an Akrapovic EVO4-exhaust system, modified cylinder head gasket and injection mapping, the 1190 RC8R Akrapovic Race Replica can now achieve 180 hp and is therefore one of the most potent of Superbikes on the market. And anyone who rarely lets off steam on a closed racing circuit can use the noble replica with the distinctive Akrapovic scorpion to ride with passion in normal traffic, with the normal stock exhaust system.

The two-cylinder bike, which has already been successfully deployed in the IDM, is already available as a series model. It represents a highly modern Superbike concept that is refined with high quality components, race-ready WP suspension elements and Brembo brake components. Every single unit of the 100 specially-numbered motorcycles is a lightning fast collector's item and proof of the strong cooperation between KTM and Akrapovic, the leading manufacturer of high-end.

2010 BMW S 1000 RR Motorcycle

2010-03-29T09:09:00.000-07:00

BMW has finally pulled the wraps off its new S 1000 RR superbike, and let's just say we're anything but disappointed. First, the most important bits: 193 horsepower at 13,000 RPM, 82.5 lb-ft of torque at 9,750 RPM, 455.3 pounds with a full tank of gas. For those keeping track – which is probably just about anyone interested enough to read this post – those statistics are enough to give the big Beemer the most horsepower and best power-to-weight ratio of all literbikes intended for public consumption.

Technophiles and anyone else wanting to post the best lap times possible will also be pleased to know that the S 1000 RR will be available with factory ABS and an extremely advanced traction control system. There's also an HP Gearshift Assistant that will allow for full-power clutchless upshifts.

Surely the most controversial element of the bike's otherwise conventional styling will be the asymmetrical headlights, which are the only immediately noticeable link to the rest of BMW's motorcycle lineup. Expect U.S. sales to begin early in 2010 for what's expected to be a rather attractive price. Want to know more? Click past the break to see a video of the bike in action and BMW's official press release.

http://www.autoblog.com/

2010 Kawasaki ER6N

2009-12-27T00:16:00.000-08:00

Some bikers like a fully faired sports bike, while some don’t. But almost all bikers agree Kawasaki Ninja 650R is a great, fun-to-ride middleweight motorcycle. The 2010 Kawasaki ER-6n simply leaves a little more of that torque, rev-happy 650 twin’s innovative inner beauty out where you can see it, revealing this soulful machine’s mechanical purity of purpose.

2010 Kawasaki Z1000 Superbike

2009-12-27T00:10:00.000-08:00

Kawasaki has recently launched their all-new 2010 Z1000 super naked and while the opinions of fans vary from "aggressive and powerful" to "it could have shown better build quality", nobody will ever call this motorcycle dulling. Kawasaki claims this is their stripped-down Ninja ZX-10R and while that’s an ostentatious way of putting things.

New in every aspect, the bike is now being powered by a 1,043cc inline-four developing an impressive 136bhp and 81lb/ft of torque. The all-new engine makes this the most powerful Z1000 so far and we expect it to turn the new generation model into also the fastest Z1000. The chances for that to happen are quite big because the new aluminum frame reduces overall weight, about which Kawasaki hasn’t yet mentioned a word.

Yet they do brag about better mass centralization and the ZX-10R cast aluminum frame, which makes its way around the top of the engine, keeps overall width at a level that allows even female riders to ride the Kawasaki Z1000 easily. Also, aerodynamics should be significantly improved

Aprilia MANA

2009-12-27T00:04:00.000-08:00

Aprilia MANA

Mana 850 isn’t the first bike to employ a continuously variable transmission (CVT), but it is the first bike to add the feature of an electronically controlled semi-manual 7-speed sequential transmission, and a choice of three engine mappings, all made accessible at the push of a few buttons. But what might really generate the brouhaha is the fact that the 839cc liquid-cooled, fuel-injected, eight valve, single overhead cam, twin sparkplug per-cylinder, 90-degree V-Twin powering the Mana is sourced virtually unchanged from a scooter.

Aprilia MANA

Aprilia have set up the CVT with three automatic settings and a pseudo sequential seven speed manual. The auto settings are touring (for good economy), sport (for maximum performance) and rain (for a softer power delivery for good traction in the wet), and they are interchangeable on the move with a handlebar switch. The pseudo manual option is controlled also via the handlebars or through the traditional left foot selector. There is no clutch lever.

2010 Yamaha YZF R1

2009-12-06T08:33:00.000-08:00

2010 Yamaha YZF R1

2009 Kawasaki ER-6N

2009-07-23T19:19:00.000-07:00

Kawasaki proudly announces the release of the new 2009 ER-6n sports bike. Featuring a host of changes including a revised, quick revving 649cc engine, new sharper styling, new rider friendly seat and reduced vibration, Kawasaki is confident that the new ER-6n will be not only widely accepted but thoroughly enjoyed by the Australian motorcycling community.

When the ER-6n first made its debut three years ago, it offered the market a unique combination of performance, accessibility and stunning good looks. More mature, the new ER-6n improves on this combination while maintaining the key character of its predecessor.

The most apparent change is the sharper, more aggressive new styling. The curved lines of the original ER-6n’s unique design are replaced by angular, edged contours. The overall image of the new ER-6n is more active: all lines move forward, giving the bike a crouching appearance. The characteristic trellis frame and offset laydown rear shock remain, but the frame has been completely redesigned with even greater attention to detail giving the new bike an even higher quality finish.

Electric Motrocycle by Honda and Yamaha

2009-06-24T18:26:00.000-07:00

Electric Motrocycle by Honda

Honda Motor Co. and Yamaha Motor Co. have set launch dates for electric motorcycles, the Nikkei business daily reported today.

Yamaha aims to launch electric motorcycles by 2010 with a range of 60 miles on a single charge, comparable to those with 50cc engine displacements, the paper said.

There was no information regarding the Yamaha's battery.

Honda, the world's largest motorcycle maker, will launch lithium-ion battery electric motorcycles in 2011, targeting fleet customers such as Japan Post Service, which likely would consider replacing its 90,000 gas-powered motorcycles with electric models.

Neither officials at Honda nor Yamaha would provide additional details, including prices.

A Honda Cub Concept fuel-cell motorcycle is pictured above.

2010 Kawasaki Z1000 Superbike

2009-06-24T18:17:00.000-07:00

2010 Kawasaki Z1000 Superbike

According to French magazine, Motorevue we could see a totally new Kawasaki Z1000 in the works for next year. The report goes that early presentations could occur in the coming autumn motor shows.

The new four cylinder Kawasaki Z1000 would be more agressive and sports oriented, thanks to the latest generation motor from the ZX-10R. The image is an interpretation of what Motorevuew thinks the bike would look like

2010 Kawasaki Z1000 Superbike

2010 Honda Silverwing GT 600

2009-06-24T18:12:00.000-07:00

2010 Honda Silverwing GT 600

Honda Motor has updated the popular model Silverwing 600, he built it into a version of Gran Turismo.

New Honda Silverwing GT 600 2010 model year will be in European showrooms in autumn this year.

A new, very well-read dashboard. New will be a powerful double front headlight. Will increase the progress of the suspension. The braking system will default ABS fitted as option - CBS.

There will also be a parking brake and proprietary system for protection against thieves from Honda called HISS. Engine that will be 4-stroke 2-cylinder with electronic injection, a capacity of 37 kW at 7 000 rpm.

2010 Honda Silverwing GT 600

2010 Yamaha T-Max 750 Scooter

2009-06-24T18:09:00.000-07:00

2010 Yamaha T-Max 750 Scooter

Yamaha is developing a 3-cylinder scooter T-Max 750, which will become competitor to the Gilera GP800.
Engine capacity of 750 sm.kub. the addition of 3 cylinder to the 500-cubic power unit model T-Max 500. Tranmission and the suspension will be finalized in the light of a more powerful engine.

2009 KTM 1190 RC8

2009-06-02T02:32:00.000-07:00

Sharper and lighter than anything that calls itself competition: 120 Nm torque, 155 HP at 10,000 rpm and withs less than 200 kilos fully tanked.

Nonetheless, thanks to innovative solutions and meticulous detail work, we've achieved unsurpassed rideability - on the street and on the racetrack, in every situation - of life or riding.

2009 KTM 1190 RC8 (Lowered) - Specifications

Engine type 2-cylinder, 4-stroke, V 75°
Displacement 1148 cc
Bore x stroke 103 x 69 mm (4.06 x 2.72")
Performance (homologated) 113.8 kW @ 10000 rpm
Max. torque 120 Nm @ 8000 rpm
Compression ratio 12.5:1
Starter/Battery Electric Starter/12 V 11.2 Ah
Transmission 6 gears, dog clutch engagement
Fuel Mixture Generation Keihin EFI (throttle body 52 mm (2.05"))
Control 4 V/DOHC
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication Motorex, fully synthetic, SAE 10W-50
Primary drive 40:76
Final drive 17:37
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS

Frame Chromium-Molybdenum trellis frame, powder-coated
Subframe Aluminium 7020
Handlebar Aluminium stump handlebar
Front suspension WP-USD Ø 43 mm
Rear suspension WP-Monoshock
Suspension travel front/rear 120/125 mm (4.7/4.9")
Front brake 2 x Brembo four piston, radially bolted caliper, brake disc 320 mm (12.6")
Rear brake Brembo two piston, fixed caliper, brake disc 220 mm (8.66")
Rims, front/rear Cast aluminium wheels 3.5 x 17"; 6 x 17"
Tires, front/rear 120/70 ZR 17; 190/55 ZR 17
Chain X-ring 5/8 x 5/16"
Main silencer Stainless steel underfloor silencer with regulated catalytic converter
Steering head angle 66.7°
Trail 90/92 mm (3.54 / 3.62")
Wheel base 1430 mm (56.30")
Ground clearance (unloaded) 110 mm (4.33")
Seat height 805/825 mm (31.69/32.48")
Tank capacity approx. 16.5 liters/3.5 liters reserve (4.36/0.92 gal)
Weight (no fuel) approx. 184 kg (405.6 lbs)

Source: Totalmotorcycle.com

Vintage Classic BMW Bike

2009-05-26T12:52:00.000-07:00

Vintage Classic BMW Bike

2009 KTM 1190 RC8 R unleashed

2008-11-05T14:09:00.000-08:00

The 2009 KTM 1190 RC8 R. Awesome!

Pics: Moto Caradisiac

The KTM RC8 was already the most impressive all-new litre-class superbike launched in recent years, and for 2009, KTM have upped the ante with a higher performance version – the 1190 RC8 R – which is now being shown at the EICMA in Milan.

With its new Keihin engine management system, the RC8 R’s 1195cc v-twin has been tweaked to produce 165bhp at 10,250rpm and 123Nm of torque at 8,000rpm. And for those who want still more KTM are offering an optional racing kit that’ll boost power to 180bhp. With its new orange-black-and-white paintjob, high-spec fully adjustable WP suspension, Brembo brakes and lightweight cast aluminium wheels, the RC8 R weighs 183kg dry, and looks flat out fantastic.

2009 Aprilia RSV4

2008-11-02T20:49:00.000-08:00

2009 Aprilia RSV4

2009 Aprilia RSV4

A REVOLUTIONARY DESIGN PROJECT HAS LED TO A TRULY UNIQUE MOTORCYCLE AND APRILIA'S RETURN TO THE SUPERBIKE WORLD CHAMPIONSHIP.

APRILIA RSV4

Coming from a unique sporting heritage, Aprilia is proud to present the RSV4, the bike destined to mark the company’s return to the Superbike World Championship in 2009. This extraordinary machine has been conceived, designed and developed for competition use entirely by Aprilia Racing.
With its 65° V four, 999 cc engine, the RSV4 is a truly revolutionary machine. As riders have come to expect from Aprilia, it is totally innovative in styling and technology. V-four engine architecture, total electronic engine management, and an exceptionally light and compact chassis are just some of the features that make this bike unique in the world of motorcycling.

The road-going version of the RSV4 also benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced racing solutions. In short, the RSV4 stands alone as an exclusive, genuine, and in many ways unique racing replica.

With 31 world championship titles, 250 MotoGP wins and 8 Superbike victories in the last sixteen years, Aprilia is a legend in modern motorcycling. Aprilia motorcycles have dominated circuits all over the world thanks to unconventional technical solutions, experimentation and innovation and, sometimes, by revolutionising technology thought to be unchangeable.

With this unique sporting heritage behind them, Aprilia is proud to present the RSV4, the bike with which Aprilia will return to the Superbike World Championship in 2009. This extraordinary machine has been conceived, designed and developed entirely by Aprilia Racing for competition use.

The RSV4 will make its debut in the 2009 Superbike World Championship. With four cylinders, 999 cc and top of the class power in the race-ready version, this revolutionary machine is packed with innovative design and manufacturing solutions of the sort we have come to expect from Aprilia. A V-four engine with total electronic management, and an exceptionally light and compact chassis are just some of the features that make this bike unique in the world of motorcycling. The revolutionary design of the Aprilia RSV4 comes directly from Europe's biggest and most successful racing team.

The road-going version of the RSV4 also benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced solutions from GP racing. In short, the RSV4 stands alone as a exclusive, genuine, and in many ways unique racing replica.

The Aprilia RSV4 is powered by the most revolutionary and most powerful engine ever developed by Aprilia. This 65° V four unit is based on an architecture that is unique in the world of supersport motorcycles, and features refined engineering combined with prestigious materials and advanced electronic management solutions.

The new engine uses multi-mapping ride-by-wire technology, a solution that opens up new horizons in engine control, and offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version).

The choice of a narrow V layout has led to the development of an incredibly narrow engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase. This is fundamentally important to aerodynamics and manoeuvrability (two characteristics for which Aprilia motorcycles have always been universally acclaimed).

The monobloc cylinder block features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution opens up new horizons in electronic engine and power management, resulting in truly advanced integral traction control. A cassette type gearbox and a slipper clutch demonstrate the racing character of this engine.

The Aprilia RSV4 has been designed and developed with competition in mind, and naturally offers all the adjustments normally found on racing machines. In particular, this most powerful Aprilia ever made stands out for its complete range of chassis adjustments. The variable geometry frame not only allows you to change parameters like headstock angle (thanks to interchangeable steering bushings), but even lets you adjust swingarm and engine position. Racing technology has been used for all aspects of construction. The RSV4's aluminium frame and swingarm are constructed from a clever mix of thick-walled parts and variable section sheet.

All components are naturally of the highest calibre. They include an Öhlins fork, rear monoshock and steering damper, Brembo monobloc brake calipers and forged aluminium wheels.

The styling of the Aprilia RSV4 has followed the same approach as the rest of the design. The RSV4's racing character is clear from every component, and from the absence of solutions chosen only for appearances. As a result the overall design of the RSV4 and the advanced technology of its component parts merge into a uniquely harmonious whole that is superbly functional on the racetrack - the natural habitat of this latest Aprilia.

The fairing has been developed in the wind tunnel. Minimal in size, it in no way detracts from the stunning technology of the engine. The frame/engine system is fully visible and bulges like muscles beyond the fairing.

The triple headlight cluster makes the RSV4 instantly recognisable and unique from the very first glance.

The superbly lightweight tail slopes upwards to emphasise the dynamic nature of the Aprilia RSV4. Even when stationary, the bike simply exudes a desire for speed and competition.

2009 Aprilia RSV4 - Press Release Specifications

Engine
Aprilia 65° cc longitudinal V four stroke. Liquid cooled. Double overhead camshaft; four valves per cylinder.
Bore and stroke 78 x 52.3 mm.
Displacement 998.9cc
Compression ratio 12.8:1
Max. power at crank 180 HP (132 kW) at 12,500 rpm
Max. torque at crank 115 Nm at 10,000 rpm
Fuel system Variable height intake trumpets. Airbox with aerodynamic side intakes. 4 throttle bodes, 8 injectors, ride-by-wire fuel management. Multimapping

Ignition
Electronic digital ignition integrated in the fuel management system.

Exhaust
4 into 2 into 1. Lambda probe oxygen sensor. Single lateral silencer. Integrated exhaust valve and catalytic converter. (Euro 3.)

Lubrication
Wet sump. Two pumps (lubrication and cooling). Oil cooler.

Gearbox
6 speed cassette type.
Clutch Multi-plate wet clutch with slipper device.

Frame
Twin beam aluminium frame with mixed cast and pressed sheet sections. Adjustments for: headstock position and angle, engine height, swingarm pivot height.
Front suspension Öhlins 43 mm upside-down fork. Lower fork bottoms for radial calipers. Adjustment for preload, compression and rebound.
Rear suspension Double arch aluminium swingarm; mixed thin-wall casting and pressed sheet construction. Öhlins monoshock with piggy-back cylinder. Adjustments for compression, rebound, spring preload and length. APS rising rate linkages.

Front brake
Double 320 mm lightweight stainless steel floating discs. Brembo monobloc radial calipers with 4 opposed pistons. Sintered pads. Radial master cylinder. Metal braided brake line.
Rear brake
220 mm disc. Brembo floating caliper with 2 insulated pistons. Sintered pads. Master cylinder with integral reservoir. Metal braided brake line.

Wheels
Forged aluminium alloy. Front: 3.5"x17" - Rear: 6"x17".
Tyres Radial tubeless; 120/70 ZR 17 (front) and 190/55 ZR 17 (rear).

Dimensions
Overall length: 2,050 mm
Overall width: 715 mm (at handlebars)
Overall height: 1,165 mm
Wheelbase: 1,424 mm
Dry weight 179 Kg.
Fuel tank 17 litres.

2009 BMW K 1300

2008-10-17T17:13:00.000-07:00

2009 BMW K 1300

BMW has unveiled the newest generation of this line of powerful inline-four machines. The new K bikes sport a larger displacement, now with 1,293 cc, and an array of new enhancements and features. The 2009 K 1300 S, the most powerful street legal BMW, now offers 175 hp and the torque has been bumped by 7.5 ft-lb to a very impressive 103 ft-lb at 8250 rpm.

2009 BMW K 1300

New for 2009 are three K1300 models. The K 1300 S with 175 hp, the K 1300 R with 173 hp and the K 1300 GT with 160 hp. The new K bikes feature updated transmission and clutch assembly, plus smoother engine performance and new switchgear.

2009 BMW K 1300

Honda DN-01

2008-08-18T23:10:00.000-07:00

Honda DN-01

The DN-01 could offer enormous appeal to current car drivers looking to make the switch to motorcycles, but waiting for the right machine to come along to prompt them to do so. By offering them things they’re used to (automatic transmissions and storage space) combined with an image that adapts traditional outsider opinion of what a motorcycle should look like into a package that doesn’t scream “I have back hair,” the DN-01 could be the right bike for a lot of new riders. Combine all that with its sensible engine capacity and incredibly low seat height and you have an upmarket product that’s appealing and accessible in ways never before possible on two wheels. Do it Honda.

Honda DN-01

The Honda DN-01 combines the user friendliness of a scooter with the image of a performance cruiser and totally original, futuristic looks. Its unique selling point is the Human Friendly Transmission, a CVT programmed to work like a six-speed manual or a full automatic.

Honda DN-01

2008 R1 Modification

2008-08-18T22:51:00.000-07:00

2008 Yamaha R1

List of Modifications:

Graves Ti Exhaust w/ CF slip-ons
Graves Rear Sets
Graves Frame Sliders
Galfer Wavy Rotors F/R
Galfer Steel Braided Break Lines
CRG Roll-A-Click levers
Ohlin’s Rear Suspension
Ohlin’s Steering Dampener
GYTR Solo Seat
DynoJet PCIII / Tuned by L7 Motorsports
BMC Race Filter
A&R HID Light Kit
Custom LED Tail Light
Hot Bodies Flush Mount Turn Signals
EK Double Gold Chain
Driven rear Sprocket +3
PUIG Windscreen
Carbon Fiber Works Rear Hugger
Custom one-off fender eliminator kit.

Current HP: 179

2009 Yamaha R1

2008-08-18T22:48:00.000-07:00

I dont know what version of this R1. While Yamaha is naturally tight-lipped about its upcoming new bikes, we’re confident we’ll be seeing the debut of an all-new R1 flagship this fall. Not surprisingly, Yamaha wants to keep this news confidential, so we don’t yet have official pictures of such a machine, but we’ve come up with some images that suggest what the ground-up redo of the new R1 might look like.

In 2008, Yamaha’s YZF-R1 reached the 10-year anniversary of its introduction. In 1998 the 150-horsepower R1 was nothing less than revolution. While being more vicious than the rest, it left the 143-horsepower 1998 Kawasaki ZX-9R for dead. Honda and Suzuki were nowhere near and got caught with their pants down. It took three full years for the others to catch up, and only Suzuki managed to take away the literbike crown with the all-new GSX-R1000 in 2001.

The new-generation YZF-R1 is more closely linked to our MotoGP winning M1 than ever before. For 2009 this legendary motorcycle is equipped with an all-new 998cc inline four-cylinder engine with a crossplane crankshaft that runs with an uneven firing interval of 270º - 180º - 90º - 180º. This innovative new design ensures superb throttle linearity, giving a feeling that the rider’s throttle hand is directly connected to the rear tyre. The new engine feels and sounds smoother than ever, and emits an unforgettable growl from the exhaust. Pushing out 182 PS at 12,500 rpm with 115.5 Nm of torque at 10,000 rpm, this MotoGP-inspired engine is without a doubt the most technologically advanced powerplant ever seen on a Yamaha supersport bike. And for the ultimate in feel and controllability, the new-generation R1 runs with an all-new Deltabox chassis offering an idealized rigidity balance.

Yamaha Tesseract

2008-08-14T07:44:00.000-07:00

YamahaTesseract

Yamaha's Tesseract looks like something from the "Transformers" movie. It's not clear whether it would even be classified as a motorcycle, even if it made it to market, which is unlikely.

YamahaTesseract

By now, you’ve probably seen Yamaha’s four-wheeled concept bike Tesseract. But you haven’t seen it in motion. The company has an excellent Tokyo show mini-site up with movies and specs for all its concepts. We challenge you to watch the Bobby animation and tell us you don’t want one.

Yamaha 2008 Tokyo Auto Show

YamahaTesseract

Yamaha’s Tesseract looks like it wound up on the cutting room floor from the “Transformers” movie. It has another one of those dreamweaver hybrid powerplants; the jury is out whether it would even be classified as a motorcycle. Would it look quite as cool with air bags, seatbelts and impact-resistant bumpers? I don’t think so. It’s kind of a grown-up version of one of those scooters for the “help-I’ve-fallen-and-can’t-get-up crowd.” Perfect for cruising supermarket aisles. A lot of showgoers cooed over the retro-classic Yamaha Sakura. A standard-style bike with an 1,100cc V-twin would generate a lot of showroom traffic, methinks.

2008 Kawasaki Vulcan 2000

2008-08-10T12:08:00.000-07:00

Engine: Four-stroke, 52-degree V-twin, dual cams, eight valves
Displacement: 2053 cc/125ci
Bore and Stroke: 103.0 x 123.2 mm
Maximum Torque: 141 lb-ft @ 3,000 rpm

Kawasaki Ninja 250 Parts

2008-05-22T12:45:00.000-07:00

Anyone that has been around Bikes or ATVs has seen and heard a Two Brothers exhaust at one time or another.. And they sound pretty sweet. The Two Brothers exhaust for the 250R was one of the first exhausts to hit the market for back in January, and so far I haven’t heard anything but good things about them.

Coming in three slip-on styles Aluminum, Titanium, and Carbon ranging from $400 - $500 they have a model to fit every ones budget and style. Interestingly enough, on their dyno chart they have a full exhaust on it, but I can’t find any information about it anywhere. So, perhaps it’s foreshadowing for things to come?

The Dyno charts do show some nice gains for a slip on with 1-2 horsepower gains over 4000RPM’s all the way to redline. Power aside, the one really nice feature for this exhaust is the available addition of a removable silencer that will reduce output 2-3db. Honestly tho, you know your neighbors are already jealous — So why not rub it and and keep the silencer out? But, if you’re neighbors are pains in the asses… It’s a nice option to have available to you.

Available Systems

Kawasaki Ninja 250R (2008) V.A.L.E.™ Slip-on Exhaust Systems - M-2 Aluminum canister

Part Number: 005-2080406V

MSRP: $399.98

Kawasaki Ninja 250R (2008) V.A.L.E.™ Slip-on Exhaust Systems - M-2 Carbon Fiber canister

Part Number: 005-2080407V

MSRP: $499.98

Kawasaki Ninja 250R (2008) V.A.L.E.™ Slip-on Exhaust Systems - M-2 Titanium canister

Part Number: 005-2080408V

MSRP: $499.98

Website: http://www.twobros.com

Dyno

Sound Clips:

Source: 2fiddy

Motorcycles wallpaper

2008-04-12T22:03:00.000-07:00

KTM RC8 vs Yamaha R1

2008-04-12T22:01:00.000-07:00

The KTM RC8 vs the Yamaha R1? Bring it on!!

Pics: Motorevue

In their latest issue, French magazine Motorevue would be doing a full-blown shootout between the hot new KTM 1190 RC8 and the mighty Yamaha R1. Pitting French-spec (?) 100bhp versions of the two machines against each other, Motorevue came to the conclusion that while the R1 remains unbeaten for top speed, the RC8 holds many advantages over the Japanese bike. According to MR, the RC8 has less demanding ergonomics, is more stable at high speeds, offers more cornering precision, and that its wonderfully unconventional styling has more ‘character.’

Here are Motorevue's figures for the two bikes:

KTM 1190 RC8
Top speed: >230km/h
Power: 104.9bhp (measured at the crank)
Dry weight: 188kg
Price: 16,250 euros

Yamaha YZF R1
Top speed: >230km/h
Power: 114bhp (measured at the crank)
Dry weight: 172kg
Price: 13,590 euros

Aprilia Tuono R

2008-04-11T14:31:00.000-07:00

Aprilia’s new Tuono 1000 R, the motorcycle that pioneered the market for hypernakeds. The new bike has already triggered immense interest and stimulated intense debate in biker forums all over the world.

Aprilia Tuono has always been different. Not just another naked, it is more of a 1000 cc superbike, from which the fairing has been removed, and to which raised handlebars fitted for maximum control. The Tuono has exceeded all expectations. It is already legendary for its ridability as a road bike, and it has proved invincible on the racetrack too, literally dominating the Italian naked racing scene.

The Tuono has also carried the Aprilia flag on the international racing scene, achieving prestige in epic races like the Isle of Mann Tourist Trophy and Macao.
The Tuono is a street fighter with racing in the blood. Now, the 2006 model has been thoroughly improved mechanically and stylistically. With more blistering performance than before, the new Tuono 1000 R is even more thrilling to ride.

In short, the new Tuono is more refined, more powerful, more Tuono than ever. More modern in design, and more advanced in all aspects of technology, the new Tuono 1000 R sets even harder to beat standards. The new model remains the most high-tech naked around and the absolute leader among twin cylinder machines.
Here is a machine for the demanding motorcyclist, the rider who seeks maximum naked performance, on the road and on the track.

The 1000cc 60° V twin Magnesium engine now develops 133 HP (98 kW) and an impressive 10.4 kgm of torque at only 8,750 rpm. This, plus a rigid but super-lightweight frame, professional suspensions, radial caliper brakes with four separate pads, and a whole range of world class components make the new Tuono impossible to beat when it comes to performance and safety.

The new Tuono will be officially presented at the Paris Salon Mondial du Deux Roues

Hybrid Motorcycle - Yamaha Gen-Ryu

2008-04-11T14:27:00.000-07:00

This model is a proposal for a “High-performance Hybrid Motorcycle.” Based on Yamaha’s “Genesis” design ideal and the new “G.E.N.I.C.H.” ideal reflecting the latest electronic control technologies, this model combines the lightweight, compact YZF-R6 600cc engine and a high output, high efficiency electric motor. It is designed to offer both the joy of handling of a motorcycle and the comfort and carrying capacity of a scooter. Features like the lightweight aluminum CF die-cast body with optimized rigidity balance, large diameter wheels and long wheelbase give this model running performance and handling similar to a 1,000cc class machine.
Furthermore, as Yamaha H.M.I. (Human Machine Interface) systems, this model adopts ASV (Advanced Safety Vehicle) features aimed at preventative safety functions and smart functions for increasing rider comfort.

The ASV functions include
(1) a vehicle-vehicle distance warning system using the latest communications technologies,
(2) a cornering light system that improves nighttime vision when turning at intersections and curves,

The smart functions include
(1) a noise canceling system that greatly reduces wind noise,
(2) a short wave tandem intercom system,
(3) voice navigation function,
(4) music player and hand-free cell phone function and
(5) rear view monitoring system using a CCD camera and LCD display.

2008 World Superbike dreams 1-Aprilia V4 999 Prototype 0

2008-04-11T14:24:00.000-07:00

The Aprilia V4 project utilizes a brand new V4 999cc engine destined both for world superbike and the road. The V4 will be Aprilia’s first ever four cylinder motorcycle. Already now at the very beginning of the project Aprilia stipulates a max power of more than 210hp from the superbike version. Aprilia surprised everyone when it last threw itself into World Superbike racing with the RSV Mille by being competitive and winning races in the first year. The new V4 project is a different ballgame and the engine is completely designed in-house. But in many ways, Aprilia have got more racing heritage to its name than Ducati. Not in world superbikes, but on the GP tracks with 125’s and 250’s. The RS Cube MotoGP project failed big time for Aprilia and almost run the company off the map financially. The triple engine had more than enough power, but was virtually unrideable. So Aprilia are now trying again with a new engine in World Superbike. You might speculate that Aprilia chose the V4 999cc engine to gain experience in the V4 format and perhaps also be able to produce an 800cc version for future MotoGP glories.

The 65 degree V4 was also chosen to utilize Aprilia’s extensive know how in producing a race chassis around narrow V-engines. The new V4 is even more compact than the current V60 used in the RSV models. Aprilia will use fly-by-wire technology with wiring never seen on any motorcycle before. The fuel management system is very advanced where servo motors only operate its own row of cylinders throttle bodies. This has been done to optimise high power engine management. This is needed when the V4 spins around at a maximum 13.500rpm.

Aprilia recently started testing of the new engines in a new chassis. The bike is called Prototype 0. This is the very first shakedown test of the engine after bench testing under realistic conditions on a roadracing circuit. The rest of that prototype is basically a modified RSV 1000R. The bike will be shown with final design and chassis at the 2007 EICMA show in Milan.

Ducati New Motorcycles

2008-03-31T04:27:00.001-07:00

Ducati has introduced its new generation 1098 Superbikes this week at the Milan Motorcycle show in Italy. Th new machine produces 160hp and 90.4lbs/ft of torque, which results in making the 1098 the most powerful twin-cylinder motorcycle in the world, with the highest torque-to-weight ratio of any sport bike. In addition,Ducati claims the 1098 is also the lightest open class Superbike available, weighing in at 381 pounds.

With one dramatic step Ducati has introduced a new generation Superbike, the base 1088 model of which produces significantly more horsepower and is significantly lighter in weight than the out going top rated 999R model, at a price which is less than half. It's something old, something new, something borrowed and something very red from the Bologna mafia who need a winner in the showroom to match their winning on the track. And this is it.

Source: Fastdates.com

Triumph Motorcycles Sprint St 2008

2008-03-05T14:07:00.000-08:00

Life is full of compromises, as are many motorcycles. The Sprint ST, thankfully, doesn't have to make any. It's a sports bike that covers miles, a touring bike that carves corners with a truly usable mix of poise, power and all-round practicality.

And the Sprint ST has evolved even further. Its new 1050cc, fuel-injected, triple-cylinder motor has more of everything that makes it so usable - more torque, for effortless drive in any gear and more horsepower for when it's needed. Further refining the engine is a revised gearbox and clutch while the lusty nature of the three-cylinder layout, with its creamy delivery, remains unfettered.

Matching the Sprint ST's engine is a new chassis with redesigned beam frame, cartridge-style telescopic forks and five-spoke wheels. Its sleek look is simply stunning and everywhere little touches, like the chrome infill bars and front indicators set in the mirrors, add class. Styling cues, such as the triple front headlights and triple exit exhausts, complement each other fluidly.

The Sprint ST is a well-rounded platform for travel, adventure and excitment. Its success lies in its polish, the way it works as a complete machine, as a whole.

Nope, compromise does not exist for the Sprint ST. It does it all in style, quite naturally.

Suzuki custom L-R-G Hayabusa sportbike

2008-02-29T16:42:00.000-08:00

This bike was built by American Suzuki Motor Corporation in partnership with Lifted Research Group, better known as L-R-G, and 2Wheel Tuner magazine.

Yacht not included.

According to Suzuki...

Designed by L-R-G and built by Nick Anglada of Custom Sportbike Concepts (CSC) of Winter Garden, Fla., the L-R-G Hayabusa blends the panache of one of the hottest urban brands in fashion with the iconic personality of Suzuki’s fastest production motorcycle. The L-R-G Hayabusa will be featured on the January 2008 cover of 2Wheel Tuner.

“Beyond its well-deserved reputation for best-in-class performance, the popularity of the Suzuki Hayabusa can be attributed to the way it has long been embraced by the many facets of popular culture, including fashion, style, music and entertainment,” said Glenn Hansen, communications manager, ASMC, Motorcycle/ATV Division. “Suzuki’s relationship with L-R-G provides us with a not-to-be-missed opportunity to vividly illustrate our iconic sportbike’s storied connection to urban culture.”

The exterior look of the Hayabusa has been modified to catch the attention of both motorcycle enthusiasts and fashion aficionados. The L-R-G Hayabusa offers a unique Pearl White Powder paint scheme accented by Gator Customs-crafted lighted and see-through panels to help expose the custom engine and chassis work of the sportbike. Appropriately tattooed, the lifestyle-inspired
motorcycle features a number of striking L-R-G-branded accents, including a custom windscreen with L-R-G pattern by Sportech, stator cover with CNC engraved L-R-G logo and engraved Voodoo exhaust, all contributing to the sportbike’s eye-catching appearance. The custom Hayabusa also sports a laser engraved L-R-G patterned seat, combining style and overall riding comfort.

Source: Suzuki

Aprilia Shiver 2009

2008-02-29T14:44:00.000-08:00

Italian motorcycle manufacturer Aprilia will take the wraps off the newest addition to its award-winning line of sports bikes and sporting scooters when the unique SL750 Shiver debuts.
According to Aprilia...

This is the first chance for U.S. motorcyclists to see what it feels like to straddle the most innovative and technically advanced V-Twin 750cc “naked” bike available today.

Aprilia’s new SL750 Shiver combines all those attributes into one sophisticated new machine, thanks to a category-leading combination of technologies and components.

With Aprilia staff on hand to provide product insights and technical details on the new Shiver, visitors to the Aprilia exhibit can expect to learn as well as look. From the Shiver’s “ride-by-wire” technology to its high performance brakes and suspension, Aprilia’s product professionals will provide a personalized tour of the SL750 Shiver’s many innovations. And while the Shiver is the most modern looking naked bike visitors will encounter at the show, the bike has been designed as a thoroughly enjoyable everyday rider. The 2008 Aprilia SL750 Shiver offers exceptional performance and handling capabilities in canyons, on the freeway or at the racetrack.

Visitors to the Aprilia exhibit will see the brand’s complete 2008 model line of motorcycles and scooters.

Source: Aprilia

105th Anniversary Harley-Davidson models

2008-02-29T14:40:00.000-08:00

2008 marks the 105th Anniversary of Harley-Davidson. To celebrate, Harley-Davidson is offering special models.

In 2008, Harley-Davidson enthusiasts across the country will revel in the Motor Company's 105th Anniversary with parties, rides and special events. To note the occasion, Harley-Davidson will offer 14 models with a special package of 105th Anniversary features, including exclusive paint and accessories. Production of these motorcycles will be limited and serialized.

To preserve the exclusivity of the 105th Anniversary Collection motorcycles, each will be produced in serialized order. On all models, the 105th Anniversary serial number will appear on a special badge mounted on the motorcycle.

"Harley-Davidson has a long and proud tradition of observing Company milestones with unique motorcycles and big parties," said Bill Davidson, Director of Motorcycle Product Development. "The 105th Anniversary motorcycles provide something extra-special for those riders who want to celebrate and remember this anniversary in true Harley-Davidson style."

The 105th Anniversary Harley-Davidson motorcycles will feature an exclusive, two-tone paint scheme in shimmering Anniversary Copper and Vivid Black, traced with orange and pale gold pin striping.

Some models will feature cast aluminum wheels painted in Gloss Black. Seats and pillions on these bikes will be finished with a special copper-colored vinyl insert. The 105th Anniversary motorcycles will be identified with a copper Bar and Shield tank cloisonn? and 105th Anniversary badges on the air cleaner and timing cover inserts.

2008 Yamaha FZ1 TE

2007-10-27T12:30:00.000-07:00

yamaha 2008 fz1 te

ENGINE

* Ultra-lightweight 998cc, DOHC, 20-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine produces 150 hp at 10,000rpm. The engine has been tuned to provide outstanding performance and incredible passing performance.

* The crankcases, pistons, cylinder and cylinder head are based on the 3rd generation R1 powerplant ('04 to '06).
* Combustion chamber design and squish area has been optimized for maximum sports performance. The compression ratio for the FZ1 is 11.5:1. Redline is set at 12,000 rpm and features a "soft" rev limiter to protect the engine.
* Special lightweight, high lift, high performance intake and exhaust cams help to provide incredible horsepower and fast engine response. Cam profiles and the cam timing are designed to provide for more low to midrange power (VsR1) .
* Automatic cam chain tensioner reduces both maintenance and engine mechanical noise.
* Lightweight, 3rd generation R1 based crankshaft provides quick engine response. The inertia moment or mass of the crank has been increased by aprox. 40% (Vs 2006 - R1) for improved low to mid range engine performance.
* Connecting rods are carburized and use a nutless design. The lower end "cap" of the rod is made from the same piece of material as the upper portion, this design is known as "fracture splitting". This design aids establishing true big end roundness and greater precision in con rod dimensions.
* Closed deck cylinder design allows the cylinders to be spaced more closely together, allowing a narrower engine. The cylinder block is a stand-alone part. The benefit if this design is improved sealing, and easier serviceability.
* Ceramic composite cylinder "bores" are a "liner less" design with the ceramic coating sprayed directly on the aluminum block to ensure great heat dissipation for consistent power delivery, reduced friction and reduced weight.
* Short skirt, lightweight forged piston design features special ribs in the piston pin area for great rigidity.
* 3rd generation R1 inspired "stacked" 3-axis gearbox / clutch design stacks input/output shafts to create a low center of gravity and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the frame for optimum front to rear weight balance and thereby maximizing handling
* Smooth shifting 6-speed transmission features optimized gear ratios for maximum performance in the "real world". 5th and 6th ratios are wider for reduced engine rpms at highway speeds for more relaxed cruising.
* Compact, heavy duty, multi-plate clutch ensures consistent, positive engagement.
* This design uses coil springs (5) and paper based fiber plates (9) to reduce weight.
* Mikuni fuel injection system is based on the 2006 R1 design, featuring 45mm throttle bodies fitted with T.P.S. (Throttle Position Sensor). This style of fuel injection uses dual valve throttle bodies with motor driven sub or secondary throttle valves for optimum throttle response.
* The actual injectors are Denso "long nose" type injectors with a high dynamic range and 4-spray holes for excellent power and response across the entire rev range.
* Specially designed 8.2-liter air box with intake air temperature sensor maximizes performance. A viscous type air filter is utilized.
* The fuel injection's lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for faster control of the injection process. The compact design also reduces weight.
* Yamaha's patented Exhaust Ultimate Power Valve (EXUP) monitors engine rpm and adjusts exhaust flow for maximum performance at all rpms with no flat spots. This system also optimizes fuel economy and reduces emissions.
* 4 into 2 into 1 exhaust system features chamber-less, stainless steel exhaust pipes and a short design silencer / muffler. The header pipe length has been optimized for maximum power delivery. This system is fitted with two 3-way honeycomb catalyziers with an oxygen sensor to reduce harmful CO and HC exhaust emissions. This EXUP valve is a single axis design.
* High-efficiency curved radiator features compact dual ring-type fans for maximum cooling efficiency. This rad and fan design produces more airflow than conventional flat design rads to maintain optimum engine temperatures for consistent power output. The curved design also allows a shorter wheelbase.
* Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life. Convenient cartridge style spin-off oil filter.
* Convenient clutch cover sightglass ensures easy oil level inspection.
* Maintenance-free transistor-controlled digital ignition ensures great performance at all rpms.
* Air Induction System (AIS … not ram air) reduces harmful HC and CO emissions for a cleaner environment.

CHASSIS / SUSPENSION

* Die cast lightweight aluminum twin spar frame provides an optimized rigidity balance for incredible sports handling. The engine is a stressed member of the chassis, allowing a lighter main frame design without sacrificing stability and light, agile handling qualities.
* The riding position which is one of the most important features of the FZ1 offers a balance between a sporty riding position and great rider comfort.
* Key chassis geometry figures include: 51% front and 49 % rear weight balance, 25 degrees of rake and 109 mm of trail. The 47 degree lean angle highlights the FZ1 sporty side.
* Lightweight, detachable rear sub frame allows easy access to rear suspension components and reduces costs in the event of a "loop-out".
* C.F. (Controlled Filling) die cast truss-type rear swingarm offers great rear wheel control and traction for razor-sharp cornering and superb stability at speed. The long 629mm arm helps to minimize the effect of the chain tension on the bike's handling.
* 43mm Kayaba inverted cartridge style fork is fully adjustable and offers 130mm (5.1") of wheel travel. This fork features independent damping adjustments for compression and rebound via a one way port that separates the two functions. Adjustments include: spring preload, 26-way compression damping and 26-way rebound damping. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.
* Lightweight aluminum upper triple clamp features a 25mm offset for sportier handling.
* Link-type Monocross rear suspension features an adjustable Kayaba shock that allows the rider to tailor suspension settings to match load and road conditions. Adjustments include 7 - way spring preload, and 12-way rebound damping. Rear wheel travel is 130mm or 5.1"
* 320mm dual front discs are squeezed by ultra rigid R6 inspired monoblock, 4-piston calipers which provide outstanding stopping power and lever feedback. The master cylinder utilizes 16mm piston for outstanding stopping power with less lever effort.
* 245mm rear disc is squeezed by a lightweight single piston slide-type Nissin caliper with sintered metal brake pads.
* Lightweight cast-aluminum 5-spoke wheels reduce unsprung weight for great handling characteristics. The front wheel is an MT3.50-17 and is fitted with competition-spec 120/70-ZR17 tire, while the rear wheel is a MT6.00-17 fitted with a wider 190/50-ZR17 rear radial.
* Eye catching, half fairing offers surprisingly good wind and weather protection. It features R1 inspired dual "cat eye" halogen headlights.
* Conventional handlebar design features a more upright positioning for maximum everyday comfort.
* 18-liter fuel tank offers a slim design with great knee grip. The reserve portion of the tank is 3.4 litres.
* Separate rider and passenger seats offers exceptional solo or two-up comfort.
* One-piece instrumentation features analog tachometer, digital speedometer, dual tripmeters, fuel gauge, clock and new outside air temperature display. The back lighting on the instrument can be adjusted to suit the rider's preference.

DETAILS

* Low fuel warning light
* Integrated passenger grab rails
* Adjustable, 5-position front brake lever
* Durable "O"-ring-sealed drive chain
* Lightweight, sealed low-maintenance battery
* Excessive lean angle engine cut-out switch.
* Lockable steering and helmet holder

The FZ1 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.

2008 Yamaha WR250X & WR250R

2007-10-27T12:22:00.000-07:00

2008 Yamaha WR250

Yamaha just released two new dual-purpose models for 2008, both of which stir up the current market offerings. The tuning-fork company has developed a new quarter-liter thumper that adds a much-needed boost to the small-bore dual-sport segment of motorcycling.

Yamaha has offered the XT225 and big-wheeled TW200 for years, but they hardly offer sporty performance or serious dual-sport capabilities. Now, the XT is bumped up to a 250cc and while it may still be lacking in sportiness, the all-new WR250R and WR250X look to bring some poo-eatin' grins to the table. Though they share the WR moniker with Yamaha's popular enduro models, these new machines are not as hard-core as the lovable WR250F and WR450F.

Suzuki Boulevard C109R | 2008

2007-10-22T05:14:00.000-07:00

You've never seen - or experienced - a classic cruiser like this. Introducing the new Suzuki Boulevard C109R. It combines classic cruiser styling with renowned Suzuki V-twin power in such a striking way that it establishes a new standard for the class- and completes the Suzuki Boulevard line of cruisers. The key to the C109R's performance is its 109-cubic-inch engine with Suzuki fuel injection- the same basic powerplant used by the awesome M109R, which traces its technological heritage to Suzuki's championship winning GSX-R supersport bikes. One ride on the C109R and you'll notice that it boasts its own power characteristics, with more torque down low for extraordinary acceleration. The C109R establishes its own identity with its styling. It has pullback handlebars, floorboards that let you kick your feet out, a spacious, relaxed riding position and its own slash-cut mufflers. For maximum open-road comfort, check out the touring version - the C109RT, with a standard windshield, saddlebags and passenger backrest. The new 2008 Boulevard C109R and C109RT: each a king among classic cruisers.

2008 Honda CBF600

2007-10-22T05:09:00.000-07:00

Another interesting model is the CBF600, one of three new Hondas that reach back to Honda's legacy for its styling cues. Equipped with a water-cooled, 4-stroke, 600cc in-line 4-cylinder engine in a mono-backbone frame, the CBF600 has been acclaimed for its nimble handling.

To improve both performance and practicality, this year’s model has been fitted with a more compact, higher-output engine based on the one used in the 2007 CBR600RR and CB600F Hornet, both of which were fully remodeled last year. New features including Programmed Fuel Injection system (PGM-FI) for precise fuel control and a lightweight, aluminum die-cast frame help deliver superior ride performance and outstanding environmental performance.

Comfort enhancements include an adjustable front suspension that allows the rider to choose the setting that best suits his or her own preferences and a newly configured Combined ABS (Anti-lock Braking System) featuring Honda’s CBS front-rear brake-force distribution system for a more secure braking feel.

Manufactured by Honda Italia Industriale S.P.A., Honda’s Italian motorcycle and power products manufacturing and sales subsidiary, the CBF600 will be made available successively in European markets.

2008 Honda CBR 1000 RR

2007-10-22T05:08:00.000-07:00

This super sports model features a water-cooled, high-output 4-stroke, in-line 4-cylinder 1,000cc engine. For the new 2008 model, the number of components has been reduced to make the bike more compact, and the new lightweight, die-cast aluminum frame provides a smooth ride with just the right amount of rigidity.

These and other modifications succeed in reducing overall vehicle weight by 6kg compared to the previous model. The rear swingarm has also been lengthened for improved road holding and increased rigidity, and a gull arm design adopted to secure greater freedom for muffler layout.

The exhaust system is positioned under the pillion step to bring it closer to the bike’s center of gravity, with a short muffler that further contributes to the concentration of mass. Other features that add to the bike appeal the motorcycle include the newly developed assist slipper clutch for easier clutch operation and an enhanced feeling of rider security thanks to the mitigation of abrupt engine braking during downshifting.

The new model’s styling features compact front and rear fairing designed to present an image of extreme compactness, combined with mirrors with built-in turn signals to achieve a cool, aggressive look. The Honda CBR 1000 RR will be manufactured at Honda’s Hamamatsu Factory in Japan and it will be released successively in European markets.

BMW HP2 Sport | 2008

2007-10-22T04:59:00.000-07:00

The dream of many Boxer fans has come true: With the new BMW HP2 Sport, BMW Motorrad is putting the sportiest, most powerful and lightest Boxer series of all times on the road.

The third model of the HP model range was designed for the ambitious sports rider and enthrals with numerous exclusive details that were previously restricted to racing, some making their first appearance in series vehicle production.

Examples of these include the self-supporting and aerodynamically optimized fairings made completely of CFK, the gear shift assistant, a dashboard like that used in the MotoGP, the forged aluminum wheels and the racing brakes with radially bolted calipers. Wherever the eye of the spectator wanders, it sees pure racing technology that delights every enthusiast. It is unmistakably athletic, a vehicle that inspires on country roads as well as on the racing circuit.

Regardless of the limits for the engine output as a result of the principle and the aerodynamic disadvantages from the cylinder configuration of a Boxer, BMW Motorrad deliberately decided to further develop this historic engine concept for a road racer with racing circuit talent.
The dream of many Boxer fans has come true: With the new BMW HP2 Sport, BMW Motorrad is putting the sportiest, most powerful and lightest Boxer series of all times on the road.

The third model of the HP model range was designed for the ambitious sports rider and enthrals with numerous exclusive details that were previously restricted to racing, some making their first appearance in series vehicle production.

Examples of these include the self-supporting and aerodynamically optimized fairings made completely of CFK, the gear shift assistant, a dashboard like that used in the MotoGP, the forged aluminum wheels and the racing brakes with radially bolted calipers. Wherever the eye of the spectator wanders, it sees pure racing technology that delights every enthusiast. It is unmistakably athletic, a vehicle that inspires on country roads as well as on the racing circuit.

Regardless of the limits for the engine output as a result of the principle and the aerodynamic disadvantages from the cylinder configuration of a Boxer, BMW Motorrad deliberately decided to further develop this historic engine concept for a road racer with racing circuit talent.

The key engine data are very respectable: the engine achieves more than 96 kW/128 hp at 8750 min–1 compared with the significantly modified engine of the BMW R 1200 S. The maximum torque lies at 115 Nm at 6000 min–1, the highest revs of the engine reaches a peak value at 9500 min–1.

Technically, the BMW HP2 Sport is based on the BMW R 1200 S. Customized to meet the requirements of the ambitious sports rider down to the last detail, the BMW HP2 Sport is however a completely independent and absolutely exceptional motorcycle. Many detailed solutions are based on the experiences gained in long-distance races.

The most striking difference of the BMW HP2 Sport from the endurance racing Boxer is the brand new cylinder heads: Each of the double overhead camshafts (DOHC) uses a drag lever to actuate the valves that are larger than in the BMW R 1200 S. Further modifications such as the flow-optimized intake and outlet, new forged pistons and adapted connecting rod help the engine to achieve the necessary higher output compared to the basic engine.

The new stainless steel exhaust system is placed below the engine for the first time. This keeps the construction of the lower area of the motorcycle extremely slim, enabling great freedom of movement for the familiar ‘hanging off’ riding position, and the fitting of a CFK engine spoiler is advantageous to the aero-dynamics. An inimitable boxer sound with new acoustic quality is generated by the exhaust system and the striking design of the rear silencer is impressive.

Another exclusive racing feature is the gearshift assistant together with the narrow ratios of the 6-speed gearbox to enable fast gear changes without having to ease off the gas and operate the clutch. This technology is offered for the first time in a series vehicle.

In order to adapt the gearshift pattern for the racing circuit, a suitable replacement pressure sensor is available as special equipment if necessary. The fully adjustable Öhlins sports chassis also has a Brembo monoblock brake system with radially mounted, four-piston fixed calipers at the front.

Optimum ergonomics are ensured by the adjustable forged aluminum footrests, the adjustable stock handlebar and the Magura brake levers with radial mounted brake actuators. The series dashboard that comes directly from MotoGP sport provides the rider with important information and can also deliver lap times plus other racing relevant data as well as the usual displays.

Attention was paid consistently to the lightweight construction of all components. This includes not only the self-supporting front fairing and the likewise self-supporting carbon rear or the weight-optimized forged wheels, but also hidden details such as the lightweight generator from the racing world. That’s how it was possible to reduce the unladen weight of the HP2 Sport to DIN standard with full tank (90%) to 199 kilos. The dry weight is a mere 178 kilos.

The interplay of variable ergonomic design, increased engine output and the favorable centre of gravity of the Boxer guarantees superb handling and racing potential. Even if racing fascination is clearly at the forefront of the BMW HP2 Sport, it does not have to forego the safety design feature of ABS.

The sophisticated anti-blocking system specially adapted to the HP2 Sport is available as an option and is configured so it can be switched off for the racetrack.

The market introduction of the BMW HP2 Sport is scheduled for 2008.

YAMAHA VMax

2007-10-17T20:22:00.000-07:00

It has been awhile since there has been any news on the new Vmax worth posting. The prototype and the current 07 model are now being marketed under the Yamaha "Star" brand. This is a distinct difference from the tuning fork logo all the past models have on them for a badge (see photo)

"Yamaha have now confirmed that the Vmax will become reality shortly. The new Max will be a 2008 model and the launch will take place this Autumn. The Vmax will be offered to US and European riders first and the production will be split 50/50 from what we have been told. In the US the bike will be named Star Vmax and in Europe Yamaha Vmax. Apparently the final specs will not disappoint anyone..."

That is some very cool news if true. We can only wait till fall to see if the new beast shows up on the floor at your local dealership.

source: raptorsandrockets.com

YAMAHA Majesty 400

2007-10-17T20:20:00.000-07:00

Yamaha’s Majesty 400 has got the lot – luxury to keep you smiling on every ride, performance to take you way beyond the city streets and the kind of practical features that genuinely make life easier.

Based around a punchy 34-horsepower engine with twist-and-go transmission, Majesty 400 makes effortless work of traffic-clogged streets, but maybe you’ll be even more surprised by its mile-eating capabilities on the open road. Majesty 400’s sleek bodywork and roomy king ’n’ queen seat keep you comfy however far you’re going and its capacious trunk (big enough for two helmets) looks after your gear when you reach your destination.

2008 Aprilia RSV 1000 R

2007-10-17T13:56:00.000-07:00

The RSV 1000 R is the twin-cylinder Supersport the others have to beat. With a more powerful engine, compliant with Euro 3 emissions standards, a new fairing, and an even more refined chassis, the RSV 1000 R remains the meanest and fastest twin on the world’s roads and racetracks.

Click here for 2008 Aprilia RSV 1000 R

2008 Aprilia SXV 450

2007-10-17T13:54:00.000-07:00

The SXV has racing in its blood! The direct descendent of the motorcycle that won World S2 Supermoto title and the rider’s and manufacturer’s world titles, powered by a light weight, compact, high power V twin engines. Totally uncompromising, this machine is designed with just one thing in mind. Winning.

Click here for 2008 Aprilia SXV 450

Gilera GP 800

2007-10-14T03:31:00.000-07:00

GILERA GP 800

The new Piaggio Gilera GP 800 that just debuted in Milan as the world’s fastest scooter. This powerful 850cc scooter sports a 75hp 90 degree V-twin motor that delivers a top speed of more than 120mph, unprecedented for such a vehicle with automatic transmission.

The engine comes from the new Aprilia Mana and features an advanced electronic transmission. The engine roars to life with the touch of a button on the handle bar. Its sequential shift with 7 gears makes it easy to find the best-adapted configuration for different riding conditions.

2008 Yamaha FZ6

2007-10-13T06:36:00.000-07:00

Yamaha FZ6

The 2008 Yamaha FZ6 is a brilliant all round motorcycle that combines exciting performance and great style with an incredible level of riding comfort. One of the most affordable rides in the 600 class, the FZ6 is truly a best buy in the Yamaha line-up.

The multipurpose, go anywhere do anything middleweight; the FZ6 is just as happy taking you to work, for a brisk sport ride or on a weekend tour.

FEATURES:

R6"S" based, ultra-compact, 600cc, liquid-cooled, DOHC, 16-valve, slant block inline four powerplant. Virtually all the internal engine components are R6"S" spec including crankshaft, con rods, valve sizes, bore & stroke etc.

Specially designed, one-piece cylinder and upper crankcase assembly provides superior engine rigidity and reduces weight.

Ceramic plated sleeveless cylinder bores provide greater heat dissipation for consistent power delivery and reduced frictional power loss. Sleeveless design also reduces weight.

Lightweight forged pistons feature carburized connecting rods for superb strength and reduced reciprocating mass. The result is incredible engine response.

Hollow side-driven camshafts with computer perfected valve timing help create a very narrow engine. The key difference between the R6"S" and FZ6 engines is the camshafts in the FZ6 have revised cam profiles and slightly different intake tracts for more low to mid range power.

One-piece cylinder and upper crankcase assembly provides superior rigidity and reduce weight.

Lightweight forged pistons run in ceramic composite plated cylinders.

Compact slant-block engine uses stacked gearbox shafts to create a shorter engine (front to back) which allows for optimum engine placement in the frame for a balanced weight distribution and great handling.

"Liner less" cylinder has special ceramic composite plating applied directly to the aluminum cylinder block for greater heat dissipation, reduced frictional losses, reduced oil consumption and lighter weight.

"Tri-Axis" 6-speed transmission has been optimized to accommodate the engine character of the FZ6. The secondary reduction ratio is 46/16 (Vs. a reduction ratio of 48/16 for the R6S). Gear widths, splines and engagement dogs are optimized for smooth shifting under power.

"Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the frame for optimized balanced weight distribution and incredible handling.

"Group-Type" Mikuni 36mm throttle body fuel injection provides outstanding throttle response and excellent fuel economy. This system uses fewer sensors (5) than the R6"S" (7) while also being lighter and more compact.

Group fuel injection divides the four cylinders into two groups (1 & 4 and 2 & 3) with two injections of fuel for every 720 degrees of crank rotation (the R6"S" system utilizes a sequential injection for each cylinder).

Compact "high dynamic range" injectors use 4-hole / 2-direction spray type injectors. A high powered, compact 32 bit CPU controls the injection process. For 2007 the FI settings and mapping were revised for improved performance in the most often used speed ranges.

Progressive type throttle pulley and direct coupler type TPS (throttle position sensor) provides easy throttle control without the annoyance of FI surging.

6.3 litre airbox is "optimized" to take full advantage of the downdraft intake system.

Air Induction System (AIS) reduces harmful hydrocarbon and carbon monoxide (HC & CO) emissions.

4 into 2 into 1 into 2 stainless steel exhaust system features a stylish under seat muffler that is a one piece unit with dual outlets. A special resin cover protects the muffler and keeps hot components away from the rider and passenger.

A special connector pipe joins the header pipes between cylinders #2 and #3 pipes to provide outstanding low to mid range torque.

The exhaust system utilizes a total of 3 honeycomb catalytic converters to reduce harmful emissions such as CO, HC, CO2 and NOx into less harmful by products. The result is very clean running engine that easily surpasses the new EU3 European emission standards.

A heater type oxygen sensor has been installed in the exhaust system to provide continual info back to the ECU which in turn provides the optimum fuel/air mixture for impressive performance with reduced emissions.

Revised, larger high capacity radiator with ring-type cooling fan insures maximum cooling efficiency.

Liquid cooled oil cooler maintains consistent oil temperatures for extended engine and lubricant life.

R6 based clutch assembly is utilized but the clutch boss, spring rate and friction plates are specially designed for the FZ6.

Maintenance-free transistor controlled digital ignition ensures fast starts and optimum engine performance.

High tech, C.F. (controlled fill) die cast twin spar main frame is used. There are no welding points on this frame, since it bolts together. A rigid type engine mounting system is used to increase overall chassis rigidity for great handling and also to reduce the weight of the actual frame.

Front / rear weight distribution is 51% front and 49% rear for light, responsive handling.

Detachable steel rear sub frame provides easy access to the rear shock and reduces costs in the event of a "loop-out".

New, extra long extruded box section aluminum swingarm has been re-designed for improved rigidity and improved appearance. The chain adjuster area is revised as well. The long design provides maximum rear wheel traction and a light handling feel that the FZ6 is famous for.

Conventional 43mm cartridge style forks provide great handling and excellent ride comfort. Plastic protectors help prevent tube damage due to stone chips. Wheel travel is 130mm (5.1").

"Link less" rear suspension means the rear shock mounts directly to the frame and swingarm without the use of linkages. The rear suspension system has been designed to provide a rising rate feeling without the additional weight of linkage arms and pivot points. The shock features 7-way spring pre-load adjustability. Wheel travel is 130mm (5.1")

Dual 298mm floating front disc brakes are squeezed by 4-piston, ultra rigid R6S inspired monoblock calipers. Braking performance is impressive and lever feel is excellent. "Trifurcate type" front brake hose reduces weight (Trifurcate type brake hose means there is one brake hose from the master cylinder and it splits at the front fender area and crosses over to the second caliper).

245mm rear disc brake with Nissin single piston caliper provides outstanding stopping power.

Sporty FZ1 inspired ½ cowl offers great wind and weather protection. An inner panel around the instrument area provides a clean, quality image for the "cockpit". The fairing also features a stylish 'conventional" windshield design that it easier to clean than the old version. This new windshield also reduces turbulence and noise in the cockpit

Stylish 19.4 liter (4.3 Imp. gal.) fuel tank (3.6 liters is the reserve portion) features an in-tank electronic fuel pump.

Lightweight R6 style, 5-spoke mag wheels fitted with Z rated radial tires reduce unsprung weight for incredible handling performance.

One-piece seat design offers excellent rider and passenger comfort.

FZ1 based multi-function instrument assembly. Features include an analog tach, digital speedo, dual tripmeters, fuel reserve tripmeter, clock, fuel gauge and water temperature as well as a selection of warning lights. The back lighting can be adjusted to suit rider preferences.

Conventional handlebar design provides a comfortable riding position and also allows easy handlebar replacement. The handlebar holder has been changed from a 2 piece design to a more stylish single component embossed with the Yamaha tuning fork.

R1 inspired dual "cat eye" halogen headlights cast a bright beam of light. (Note: Only one headlight - RHS- lights on low beam. Both lights light on high beam)

Locking helmet holder

Convenient passenger grab rails

Inner rear fender reduces splash and provides that sporty appearance.

5-position adjustable front brake lever

Rider footrest brackets are rubber mounted to reduce vibration

Super convenient center stand makes chain adjustments and tire changes a snap

Heavy duty "O" ring chain

Low maintenance sealed 12 amp hour battery

source: yamaha america & totalmotorcycle.com

Kawasaki Ninja ZX-14

2007-10-12T05:21:00.000-07:00

2007 Kawasaki Ninja® ZX-14 Specifications:

Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
Displacement: 1352 cc
Bore & Stroke 84.0 x 61.0 mm
Maximum Torque: 113.5 lb-ft / 7,500 rpm

Compression Ratio: 12.7:1
Fuel Injection: DFI with Mikuni 44mm Throttle Bodies (4)
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: X-Ring Chain
Rake/Trail: 23 degrees / 94 mm.
Front Tire Size: 120/70 ZR17
Rear Tire Size: 190/50 ZR17
Wheelbase: 57.5 in.
Front Suspension/Wheel Travel:: 43mm inverted cartridge fork with adjustable preload, stepless rebound and compression damping adjustments / 4.6 in.
Preload, Stepless Rebound and Compression Damping
Rear Suspension/Wheel Travel:: Uni-Trak® with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Rebound and Compression Damping, Ride Height
Front Brake Type: Dual Floating Petal Discs with 4-Piston Calipers
Rear Brake Type: Single Petal Disc
Fuel Tank Capacity: N/A
Seat Height: N/A
Dry Weight: N/A
Color: Diablo Black, Candy Plasma Blue, Special Edition: Pearl Crystal White

* Specifications subject to change

Source: Kawasaki Motor

2008 Suzuki B King

2007-10-04T23:53:00.000-07:00

2008 Suzuki B King

Full features and specifications from Suzuki press release follow:

Engine

New 1340cc, DOHC liquid-cooled, 16 valve engine shared with the new Hayabusa featuring a gear-driven counterbalancer for smooth operation
Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences
Lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS
Ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance
Uniquely styled exhaust system enhances the powerful styling of the B-King
Large volume 4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation
The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency
Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption

2008 Suzuki B King

Chassis

All-new Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling
All-new cast aluminum alloy swingarm for the B-King is constructed of 3 main sections for minimal welding lines and a clean overall look
New KYB inverted front forks are specifically designed for the B-King and are fully adjustable for compression, rebound damping and spring preload to suit rider preferences
New aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics equivalent to those of Suzuki supersport models
Radial mount front brake calipers feature an all new design built specifically for the B-King and work with 310mm brake rotors to provide superior braking performance.
Lightweight single piston rear brake caliper works with a 260mm rear disc
The front brake master cylinder, its reservoir tank, as well as the clutch master cylinder were designed specifically for the aggressive look of the B-King
The B-King features a new wheel design with a dynamic three spoke look combined with high performance radial tires boasting a massive 200mm rear tire size
Unique three piece front fender design for a high quality look and an aggressive look
All New instrument cluster features the signature strong B-King styling with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin tripmeters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator
The B-King also comes equipped with a standard steering damper for maximum stability

2008 Suzuki B King

The engine is straight from the new Hayabusa and nowhere in the specifications or features do we read the dreaded “tuned for mid range power,” it’s the Hayabusa engine in the B-King chassis. There is, however, the S-DMS (Suzuki Drive Mode Selector), that allows the rider to choose from two different engine settings depending on riding conditions or rider preferences, perhaps the rider can choose mid range power if he wants it.

2008 Kawasaki 250R

2007-10-04T23:42:00.000-07:00

2008 Kawasaki 250R

The 2008 Kawasaki 250R has been redesigned and it looks good. The 250R makes a great entry level ride and it doesn’t lack for performance either, plus it’s the only 250cc sportbike for sale over here in the states. You get a 249cc DOHC parallel twin with a six speed transmission, great handling, high mileage

Kawasaki 250R | Racing Mode

Compact size, exceptional personality and a low price tag highlight Kawasaki's new Ninja® 250R quarter-liter performer. Considering how much fun it is to ride and the fact that it's the only 250cc sportbike sold in the U.S., it's no wonder the Ninja 250R has been a strong seller for over a decade. Its successful blend of a rider-friendly engine, easy-to-operate chassis and supersport styling worthy of its Ninja moniker, this model was developed to offer real world performance to riders of all skill levels and goes to show that good things do come in small packages.

Kawasaki 250R look a like

Z 1000 actually

The 250R's new fairing and windscreen not only look great, they deliver improved wind protection for a wide range of riding situations. This lightweight sportbike is loaded with even more rider-friendly features such as an easy-to-read instrument panel and positive neutral finder.

A natural riding position and comfortable ergonomics combined with its lightweight handling, easy controllability and improved throttle response make the 250R a pleasure to ride on city streets. Also new for 2008 are larger 17-inch wheels that offer great handling and improved stability. A larger 290mm front brake rotor is gripped by a powerful 2-piston caliper to provide a healthy dose of stopping power with a responsive feel at the lever. Like Kawasaki's other sport models, the Ninja 250R is fitted with petal discs for efficient heat dissipation.

The simple formula of providing easy-handling agility, lightweight responsiveness, and low ownership costs make the Ninja 250R a force to be reckoned with in the entry-level sportbike category.

2008 Harley-Davidson Models

2007-09-28T16:11:00.000-07:00

New Bikes and New Features. The long awaited 2008 Harley-Davidson models were released today. There are some exiting new bikes and some very nice features added to existing models. To honor Harley-Davidson's 105th Anniversary there will be 14 models available with a limited-edition 105th Anniversary styling package.
Harley-Davidson Rocker and Dyna Fat Bob

Harley-Davidson is stepping it up with 3 radically styled factory customs. The Dyna Fat Bob, the Rocker and the very cool Rocker C are exciting new additions to the diverse Harley-Davidson model line.

Dyna Fat Boy

Rocker

Rocker C

ABS Optional on All Harley-Davidson Touring and VRSC Models

An advanced Anti-Lock Braking System (ABS) will be an option on all Touring and VRSC models. The Harley-Davidson ABS system is designed to work with Brembo designed disk brakes. The Harley-Davidson ABS is unlike most other motorcycle ABS systems beacuse the manual Harley-Davidson system allows the rider full and independent control how much each brake is applied. The components are designed to be invisible so a clean custom look around the wheels is maintained.

Dyna Fat Boy

Electra Glide Classic

Road King Classic

Harley-Davidson Screamin' Eagle

Harley-Davidson Sreamin' Eagles are better than ever. ABS will be standard on the 2008 FLHTCUSE3 Screamin' Eagle Ultra Classic Electra Glide, 2008 FLHRSE4 Screamin' Eagle Road King and the 2008 FLHTCU Ultra Classic Electra Glide 105th Anniversary Edition.

Screamin Eagle Road King

Screamin Eagle Ultra Classicc

Screamin Eagle Softail Springer

Photographs courtesy of the Harley-Davidson Motor Company, Copyright H-D

Brabus Rocket Police Car based on Mercedes-Benz CLS

2007-09-28T15:46:00.000-07:00

Imagine if all precinct got one each in New York and your local police station have one too.

This is Brabus Mercedes Benz CLS base tune in so that fulfill the requirement as police car. It is among top 10 police car in the world .

E-motion : BRABUS Monoblock E Light-Alloy Wheels

2007-09-26T17:36:00.000-07:00

Wheels make a car and that is especially true when it comes to equipping a Mercedes with exclusive BRABUS light-alloy wheels. With the new Monoblock E wheels with 21-inch diameter BRABUS.

The sporty and exclusive wheel design with nine strikingly styled spokes and polished drop center rim was originally designed specifically for the top-of-the-line Mercedes model. The luxury sedan can be fitted with the new BRABUS Monoblock E wheels in size 9Jx21 on the front axle and in size 10.5Jx21 in the rear. The perfect high-performance tires come from technology partners Pirelli and Yokohama in sizes 245/35 ZR 21 or 255/30 ZR 21 in front in combination with 285/30 ZR 21 tires on the rear axle.

Due to the overwhelming response to these light-alloy wheels for the S-Class BRABUS has developed special versions of this wheel for almost all other current Mercedes models. BRABUS now offers the Monoblock E design in many different sizes ranging from 8.5Jx19 to 10Jx22.

In close cooperation with BRABUS technology partners Pirelli and Yokohama BRABUS has developed custom-tailored tire/wheel combinations for various Mercedes-Benz automobiles ranging from the C-Class to the latest M-Class.

Like all BRABUS light-alloy wheels the new Monoblock E wheels are manufactured in OEM quality and represent state-of-the-art production technologies.

New Rider Tips

2007-09-23T20:55:00.000-07:00

1- Take a motorcycle safety course FIRST, before you buy a bike.

2- Once you've taken the course, enjoyed it and passed, then go bike shopping.

3- Do NOT buy a new bike and do NOT buy a big bike.
It's almost guaranteed that you'll drop your bike and/or go down your 1st season. It's NOT worth it! A lot of people think they have to get a nice, shiny new bike like almost everyone else, but when you go down it sucks that much more! And you shouldn't be learning on a big bike that is beyond your capabilites. A 500 is perfect to start. Start small, learn the bike well, then gradually move up to a bigger, newer bike. You have your whole life to ride, so don't rush into it.

4- Safety First! Ride in full gear ALL THE TIME!!!
1- HELMET, 2- FULL LEATHERS w/ Back Protector, 3- LEATHER GLOVES, 4- RIDING BOOTS
I know, I know. It's hard and heavy and uncomfortable. But it's your choice. Myself, I wear full gear EVERY SINGLE TIME I ride. Down the block, down the street, down to California, it doesn't matter! On a hot summers day, it sucks, I'll be the first to say it. But road rash and broken bones are things I would rather not have. I've seen it and it ain't pretty!

5- When riding, I think it's incredibly important to go out there with the right attitude; you MUST respect your bike!
Going out to the wild streets on a machine that can kill you and not having respect for what it is capable of doing is a recipe for disaster. It's very important for you to learn your motorcycle and what it can do. Different motorcycles have different capabilities as do different riders. You are very vulnerable in the streets on a motorcycle, but at the same time, there are so many other of dangers and risks we take in our everyday life. That doesn't mean that we avoid taking these risks, it just means we have to become better educated and more aware so we can be safer and enjoy them without fear.

6- Don't feel bad when you make a mistake.
It happens to every single person more than once and more than they like to admit! (This is where not having an expensive bike to learn on comes in handy) Let me reasure you that for each silly mistake you make you learn something and you WILL NOT make the same mistake twice!

7- Be VERY alert!
Don't daydream or get distracted when you ride. Ride like you are expecting something to happen. Ride in the most visible place possible. Remember that people in cars have blind spots and quite often do not shoulder check.

8- Where you look is where you go!
Where you look is where you go. I know I said it twice and I'll say it again. Where you look is where you go. This is one of the first things you'll learn when riding, hopefully not the hard way! If you look straight ahead, you'll go straight ahead. That includes when you don't want to be going straight ahead. One of the most common mistakes riders make when learning is looking in the wrong direction. If you're going through a turn, you have to look where you want to end up in the turn, if you look straight ahead, you'll end up in the "rhubard" as my buddy RickO says. The rhubard, just so we're clear, is not a happy place.

9- Use the force!
When you get to about 20/25 km/h you'll notice your bike feels much steadier and you can no longer steer motorcycle's handlebars like a bicycle anymore. The motorcycle's wheels build up momentum and begin to create a gyroscopic force. If you want to go to the left, you push to the left, if you want to go to to the right, you push to the right.

10- Don't try and balance the bike when you're coming to a stop,
let it balance itself and use your front brake and hold your feet just above the ground. When the bike stops, tilt it a little to the left side and then put your foot down to hold up the bike.

11- Don't tailgate!
You should always be able to see what is going on in front of you. If you're too close behind a car, you won't see something that you may have to avoid.

12- Don't ride beyond you own capabilites!
Ride within your own comfort level. Which can be difficult as a rookie-rider. Especially when you're out with a group. Don't ride with people that make you push your limits. It's NOT worth it!

Kawasaki Versys 2008

2007-09-22T00:12:00.000-07:00

2008 Kawasaki Versys
June 13th, 2007 by Paul Crowe - "The Kneeslider"

Kawasaki has introduced a brand new multi purpose motorcycle designed for all sorts of different riding styles and needs, the 2008 Versys. It’s a 649cc 8 valve parallel twin that looks pretty good.

Kawasaki press release follows:

The new 2008 Kawasaki Versys is a machine which occupies a hard to define sweet spot in the motorcycling universe. Is it a practical commuter? Long-legged urban assault vehicle? Sportbike? Light Tourer?

The answer on all counts is a resounding Yes! This isn’t a niche specialist but rather a jack-of-all-trades with user-friendly versatility as one of its many charms.

The 649cc parallel twin and the neutral handling and light steering chassis of the Ninja 650R sportbike made the perfect starting point for this comfortable gridlock commando. A swoopy gull-wing swingarm, long-travel inverted 41mm fork, six-spoke superbike-inspired wheels, adjustable-height windscreen and a comfortable cockpit were combined to create a motorcycle that just begs to be ridden wherever the pavement might lead.

The compact liquid-cooled, fuel-injected, DOHC, 8-valve, 649cc parallel twin engine was modified for the Versys motorcycle so it delivers smooth power that’s well-suited for off-the-line acceleration and flexible torque in the cut-n-thrust of a rider’s morning commute. This engine’s overall characteristics are entertaining for even the most advanced riders, yet predictable enough to inspire confidence in less-experienced motorcyclists.

Full press release and more photos below:

Its suspension offers the next level in sophistication: an advanced Showa rear shock featuring a free piston and two-stage damping valves for progressive compression damping which firms significantly as the shock moves through its stroke. This allows a longer wheel travel with a feel that is initially soft like a dual sport, but firms to near sportbike levels as suspension loads escalate. Of course, this advanced shock is fully-adjustable and connected to a beautiful aluminum gull-wing swingarm that is longer than average, thanks to a short/compact engine and chassis.

Up front, the Versys suspension continues the high-tech approach with a fully-adjustable 41mm tapered-tube inverted fork that combines the best of off-road and sportbike suspension action for a stiffness balance that is a perfect compliment to the chassis settings. In addition to a more-comfortable ride, the long-travel suspension’s soft-stroke allows easy control of the chassis’ running angle by shifting the rider’s weight.

Complimenting the able suspension is the carefully designed cockpit that features a two-piece seat constructed to provide optimum comfort to both the rider and passenger. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and get their eyes back on the road. Capping off the comfort list is an adjustable windscreen that can be raised or lowered to three positions in 20mm increments.

Engine

649cc parallel twin-cylinder, DOHC engine is the most compact in its category.

The engine is considerably smaller than that of the Ninja 500 and helps reduce the dimension of the entire motorcycle

Tuned to deliver smooth, responsive power in the low-to mid-rpm range with exceptional roll-on response ideal for negotiating city traffic

Triangular crank and transmission shaft layout makes it short front to back, a semi-dry sump oil system reduces overall engine height, and the narrow pitch of the chrome composite plated aluminum cylinders helps reduce engine width

Muffler with 3-way catalyzer and bullet-tip opening is mounted below the engine to help lower the center of gravity and aid weight centralization

180-degree crankshaft plus balancer shaft for extremely smooth engine operation

Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling

Liquid Cooling

Fewer external hoses because the coolant is routed through the engine cases

Digital Fuel Injection (DFI)

Utilizes 38mm Keihin throttle bodies with ECU controlled sub throttle valves for optimum performance and rideability

The sub throttles, located behind the main throttle valves, permit the DFI system a more precise throttle response, similar to a constant velocity carburetor

Automatic fast idle system makes starting and warm-up easy

Digital Capacitor Discharge Ignition (CDI) System

Microprocessor controlled timing never requires adjustment and is ultra responsive to engine needs

Spark plug mounted “stick” ignition coils are compact and help reduce weight

Six-Speed Transmission

Cassette style transmission means the shafts and shift drum are in a compact layout that is easily removed as a single unit from the case for easier maintenance

Trellis Frame

High tensile steel trellis frame is small and light

Designed using 3-dimensional computer analysis to achieve the optimum stiffness balance for better handling

Narrow at the knees and feet for increased rider comfort and control

Single shock Rear Suspension

Aluminum gull-wing swingarm and offset, laydown single rear shock complement the frame design to create an integrated line flowing from the steering head to the rear hub

Short, compact frame and engine design allows the swingarm to be longer, which helps improve overall handling

Showa shock has adjustable preload and rebound damping and uses a free piston and two-stage damping valves for smooth action during initial compression that becomes much firmer near the end of the stroke for a more planted feel

Long-Travel Fork

41mm Inverted fork with stiff springs combines the best of off-road and sportbike-type suspension for excellent performance over a wide range of conditions

Tapered, relatively short outer tubes help provide the ideal stiffness balance to compliment chassis settings

Fork height, preload and rebound damping can all be adjusted to fine-tune the suspension to specific conditions or riding style

Triple Petal Design Brake Discs

Petal design rotors offer improved cooling and warp resistance

Same rotor design as found on the Ninja ZX-6R and ZX-10R supersport machines

Six-spoke wheels

Also found on the Ninja ZX-6R and ZX-10R; the six-spoke design requires much less material between spokes so that the rim thickness is thinner and overall wheel weight is reduced

Comfortable Cockpit

Each part of the two-piece seat was designed with a different thickness and firmness of foam to optimize comfort for both rider and passenger

Passenger seat and grab bars were designed to provide a natural seating position for added comfort

Easy-to-read instrument panel has a large analog tachometer and digital readout for the speedometer, fuel gauge, odometer, dual trip meters and clock. White LED backlighting provides increased visibility at night

Adjustable Windscreen

Three different settings, each 20mm apart, allows riders to adjust windscreen height to suit their preferences

Specifications:

Engine: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin

Displacement: 649cc

Bore x stroke: 83.0 x 60.0mm

Compression ratio: 10.6:1

Maximum torque: 44.9 lb/ft @6,800 rpm

Cooling: Liquid

Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies

Ignition: Digital CDI

Transmission: Six-speed

Final drive: O-Ring chain

Frame: Semi-double cradle, high-tensile steel

Rake / trail: 25 degrees / 4.3 in.

Wheelbase: 55.7 in.

Front suspension / wheel travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.

Rear suspension / wheel travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.

Front tire: 120/70×17

Rear tire: 160/60×17

Front brake: Dual 300mm petal discs with two-piston caliper

Rear brake: Single 220mm petal disc with single-piston caliper

Overall length: 83.7 in.

Overall width: 33.1 in.

Overall height: 51.8 in.

Seat height: 33.1 in.

Dry weight: 399 lbs.

Fuel capacity: 5.0 gal.

Color: Passion Red

MSRP: $6,899

Warranty: 12 months

Kawasaki KLR 650 | 2008

2007-09-21T23:59:00.000-07:00

The new KLR650 is well suited to life on the highways, deserts, mountains or even the challenging terrain of today’s urban jungle. For 21 years, the Kawasaki KLR650 has been the smart choice for riders seeking reliable on and off-road performance. Now, the 2008 KLR650 features thorough updates aimed at making it a better tour-ready dual-purpose bike than ever before.

Featuring new suspension and brakes, the KLR650 is a fun, functional commuter during the week and an adept dirt road blaster on weekends. The new 41mm front forks now have less static sag for a taut, smooth ride on pavement. Front suspension travel is reduced from 9.1 in. to 7.9 in. A redesigned UNI-TRAK linkage reduces sag and compliments the new front suspension by reducing rear wheel travel from 8.1 in. to 7.3 in. The 2008 KLR650 features enhanced stopping power, thanks to a new 280mm petal-style front brake rotor that’s similar to ones used on Kawasaki’s Ninja sportbikes. Rear braking performance is also improved, thanks to a new rear brake calliper. These new suspension and brake upgrades boost the KLR650’s on-road performance, without diminishing its versatile off-road capabilities.

Several new refinements help make the KLR650 an even more worthy touring companion. There’s a larger rear luggage rack that’s 3.5 in. longer and 5.1 in. wider than the old rack, and a new, narrower tail section which makes it easier to mount saddlebags. Wind protection is also improved with all-new bodywork featuring a taller windscreen and large shrouds. A large 6.1-gallon fuel tank and miserly fuel economy mean the new KLR650 retains its legendary range between fill-ups.

Riders will be able to take full advantage of the KLR’s range, thanks to a revised seat design and new urethane foam for greater long-distance comfort. A high-capacity 36W alternator powers a new higher-output headlight and offers extra capacity to power the add-on electronic gadgets touring riders can’t live without.

The KLR650 motor, already renowned for being rugged, reliable and powerful, is now even better. There’s improved throttle response from revised ignition mapping, and revised cam timing contributes to improved high-rpm performance. A redesigned cylinder head boasts new intake porting for greater low-end torque and quicker throttle response in city traffic, as well as improved top-end power for high-speed cruising on the open road.

More on-road competence doesn’t mean less off-road fun. The KLR650 has a U.S. Forest Service-approved spark arrestor for access to any road open to licensed vehicles, and a tough engine guard protects the engine from loose rocks and gravel. With an optional Kawasaki tank bag and soft luggage on the larger standard rear rack, KLR650 owners can tote enough gear for an extended trip to any remote location.

All these improvements mean that more than ever, the new KLR650 is the ideal go-farther, multi-surface motorcycle for riders craving on and off-road adventure.

Brabus Wallpaper

2007-09-20T18:59:00.000-07:00

2007 BRABUS Widestar Mercedes GL Class

2007-09-20T17:02:00.000-07:00

Muscular fender flares front and back, giant 23-inch wheels and a striking face with largeair dams and four auxiliary headlights: In a world premiere BRABUSpresents the 2007 WIDESTAR wide version for the Mercedes GL-Class at the Frankfurt International Auto Show IAA 2007.

The elegant sweeping lines of the fender flares add five centimeters (two inches) to the width of the large SUV. The corresponding rocker panels have more than just visual effect; they alsofacilitate entering and exiting of the vehicle in the dark with their integrated entrance lights.

The BRABUS WIDESTAR front apron maximizes the supply of cooling air for radiators and front brakes. It also improves active safety with auxiliary high beams and fog lamps as well as by reducing aerodynamic lift.

The rear of the WIDESTAR is characterized by a roof spoiler and a rear apron custom-tailored to the wider fenders. The diffuser integrated into the bumper and the precise-fit cutouts for the four tailpipes of the BRABUS stainless-steelsport exhaust system document loving attention to detail.

All BRABUS body components are manufactured from Pur-R-Rim in OEM quality, guaranteeing optimal precise fit and ensuring that the components are easy to paint.

The BRABUS WIDESTAR also creates space for extreme tire sizes. The most exclusive version features three-piece BRABUS Monoblock E 11Jx23 wheels. These nine-spoke wheels have a forged, highlypolished drop center and can be fitted with Pirelli or YOKOHAMA high-performance street tires up to size 305/35 R 23.

The BRABUS WIDESTAR can also be equipped with forged 21-inch Monoblock VI wheels or 22-inch wheels from the Monoblock VI, E or S design families.

The wide version looks best in combination with ride-height lowering. BRABUS lowers the GL-Class by some 30 millimeters (1.18 inches) with a custom module for the AIRMATIC air suspension. This measure benefits the vehicle’s overall appearance and further improves safe and sporty on-road handling by lowering the center of gravity.For further improved active safety BRABUS offers various versions of its high-performance brake systems. The largest version features 12-piston aluminum fixed calipers and vented and cross-drilled 380 x 36 millimeter (15.0 x 1.42 inches) discs on the front axle. The rear axle is fitted with six-piston fixed calipers.

The powerful stance of the WIDESTAR all but demands a more powerful engine. BRABUS offers performance tuning for all GL models. The one-of-kind BRABUS Tuning Warranty® of three years, up to 100,000 kilometers (see BRABUS warranty conditions as of November 2006) also covers all engine conversions.

BRABUS Power Xtra tuning kits are available for the especially popular common-rail turbodiesel engines. They produce more power while at the same time meeting stringent Euro IV emission limits.

The BRABUS D6 (III) module increases maximum power output of the GL 320 CDI to 272 PS (268 hp) / 200 kW and a peak torque of 590 Nm (435 lb-ft) at just 1,600 rpm.

Equipped with BRABUS PowerXtra D8 (III) tuning, rated power output of the GL 420 CDI jumps from standard 306 PS (302 hp) / 225 kW to 350 PS (345 hp) / 257 kW at just 3,800 rpm. Simultaneously peak torque grows from 700 Nm to 800 Nm (516 to 590 lb-ft). Performance is on a correspondingly high level: The BRABUS-tuned GL 420 CDI sprints from 0 – 100 km/h (62 mph) in just 7.1 seconds, half a second faster than the production car. Top speed grows from 230 to 240 km/h (143 to 149 mph).

For the V8 gasoline models GL 450 and GL 500 BRABUS offers its 6.1 displacement engine as the most powerful version. It delivers 462 PS (456 hp) / 340 kW of power and a peak torque of 615 Nm (454 lb-ft). Equipped with this engine the 4x4 accelerates from 0 – 100 km/h (62 mph) in just 6.0 seconds and reaches a top speed of 255 km/h (158 mph).

All BRABUS engines are lubricated exclusively with ARAL high-performance motor oil.

Individual exclusivity is also the guiding BRABUS principle when it comes to customizing the GL-Class interior. The company-own upholstery shop transforms customers’ individual selections into masterfully crafted fully leather interiors made from especially soft and breathable Mastik and Alcantara leathers.

The BRABUS product lineup further includes numerous attractive cockpit accessories. They range from stainless-steel scuff plates with illuminated BRABUS logo to sporty aluminum components such as foot pedals and door-lock pins to an ergonomically shaped sport steering wheel.

Multimedia on wheels is yet another BRABUS specialty. Custom-built seat consoles for the back of the front seats house a seven-inch LCD screen and a DVD player. These consoles are also available with an integrated powered tabletop.

The multimedia package can be expanded further with larger screens that deploy from the headliner, with an on-board computer with Internet connectivity, and with an MP3 player that stores more than 5,000 songs.
Latest Car News

2007 BRABUS SV12 S Biturbo Mercedes S Class

2007-09-17T18:22:00.000-07:00

The Fastest and Most Powerful Office on Wheels in the World - BRABUS SV12 S Biturbo with 730 PS (720 hp), 1,320 Nm (974 lb-ft) and a Top Speed of 340 km/h (211 mph). The super high-performance automobile, based on the current Mercedes S 600, is powered by a BRABUS SV12 S Biturbo twelve-cylinder engine with 730 PS (720 hp) / 537 kW and a peak torque of 1,320 Nm (974 lb-ft).

The BRABUS SV12 S Biturbo engine was originally developed for the BRABUS ROCKET, the world’sfastest sedan with a top speed of 365.7 km/h (227.2 mph). This engine is a prime example for the old adage that nothing can replace displacement except more displacement. A special crankshaft with longer stroke, forged pistons with a larger diameter and an increased cylinder bore result in a displacement increase from standard 5.5 to now 6.3 liters (336 to 385 cu. in.). In addition the inlet and outlet ports of both cylinder heads are optimized for improved mixture flow. Four special camshafts also contribute to that same effect.

The BRABUS engine specialists further equip theengine with larger turbochargers, a more efficient intercooling system and a stainless-steel high-performance exhaust system with four tailpipes and metal catalysts with low back pressure. Newly programmed engine electronics ensure that all new components work together flawlessly. They also contribute to maximum power yield and to meeting current exhaust emission limits.

With 730 PS (720 hp) / 537 kW at 5,100 rpm the BRABUS SV12 S Biturbo engine delivers superlative power. The same is true for its peak torque of 1,320 Nm (974 lb-ft) at 2,100 rpm. In the car peaktorque is limited electronically to 1,100 Nm (811 lb-ft).

This extraordinary performance makes the BRABUS SV12 S Biturbo into not just the most powerful but also the fastest luxury sedan in the world: 0 – 100 km/h (62 mph) in 4.0 seconds, 200 km/h (124 mph) after just 11.9 seconds and an electronically limited top speed of 340 km/h (211 mph).

Power is transferred to the rear wheels via a modified five-speed automatic transmission. An optional BRABUS locking differential optimizes traction. All BRABUS powertrain components are operated exclusively with ARAL high-performance lubricants.BRABUS also offers performance tuning for the S 600 and S 65 models. The list ranges from the T12 performance kit for 580 PS (572 hp) / 419 kW to the T 65 S performance tuning that boosts power output of the S 65 model to 715 PS (705 hp) / 526 kW.

The enormous performance of the BRABUS SV12 S Biturbo place especially high demands on the vehicle’s aerodynamic properties. The BRABUS designers used the wind tunnel to develop a special front apron whose sophisticated shape reduces lift on the front axle. Its large central air inlet optimizes cooling of engine and front brakes.

For optimizing the airflow around the sides of the vehicle the designers shaped BRABUS rocker panels that feature integrated entrance lights for added utility.

The BRABUS aerodynamic-enhancement concept is rounded out with the BRABUS rear spoiler lip and the rear apron with integrated LED lights and custom-tailored cutouts for the BRABUS quad sport exhaust.

The enormous performance of the BRABUS SV12 S Biturbo is kept under safe control at all times by custom-tailored solutions for tires, brakes and suspension. These include BRABUS Monoblock light-alloy wheels with 20- or 21-inch diameters. The largest version features highly polished forged multi-piece BRABUS Monoblock VI or Monoblock E wheels in size 9Jx21 on the front axle and in size 10.5Jx21 in the back. These wheels are also available with a surface chrome-plated by galvanic coating. Extensive testing found Pirelli and YOKOHAMA tires in sizes 255/30 ZR 21 in front and 285/30 ZR 21 on the rear axle to be ideal.

The large wheels also create the necessary space to install the BRABUS high-performance brake system with 12-piston aluminum fixed calipers and 380 x 36-mm (15.0 x 1.42 inches) vented and cross-drilled discs in front, and 355 x 28-mm (14.0 x 1.1 inches) discs and six-piston aluminum fixed calipers on the rear axle.

The finest entertainment and communication technologies on board a luxury sedan capable of reaching 340 km/h (211 mph): BRABUS has developed a business concept for the Mercedes S-Class that combines exclusivity, state-of-the-art technology and meticulous craftsmanship at the highest level of perfection.

At the heart of the system is an ultra-slim 3-GHz notebook computer housed safely in a docking station inside an electrically deployed drawer in the trunk, underneath the rear shelf. The tablet PC notebook can be easily removed for use outside the vehicle.

The entire BRABUS business concept equipment is operated via a second COMAND controller conveniently placed in a special console integrated into the rear compartment. This ensures that the user of the PC system has no problems operating the system if and when he or she moves from the driver’s seat to the power rear seats or vice versa. The console in the rear also houses a color printer.

A 15.2-inch 16:9 TFT screen serves as computer monitor. It is integrated into the supple leather of the headliner and deploys and retracts at the push of a button. The BRABUS computer is connected to the internet via UMTS. Two USB 2.0 ports integrated into the rear compartment allow connecting various peripherals such as a webcam for video conferencing or a digital camera. The printer is housed in a custom-developed console located between the rear seats.

For watching digital TV, a DVD or playing a video game the interior specialists from BRABUS have come up with an innovative solution for the new S-Class: They manufacture custom rear consoles for the front seatbacks, upholstered with the same leather as the seats. These consoles cover the entire rear of the seats including the headrests. The upper part of these seat consoles houses a seven-inch 16:9 LCD screen with integrated DVD player. The BRABUS seat consoles are also available with an integrated electric precious-wood folding table. The table tops are available with the same wood grains as the S-Class itself, and can be tilted at any angle. They offer ample space for studying documents or for the wireless keyboard of the computer system.

The computer’s integrated MP3 player can store more than 5,000 songs. The sound is carried by Sennheiser Noise Gard headphones that filter out unwanted noises for unparalleled listening enjoyment.

Maximum individuality and comfort in the interior is another specialty of the BRABUS interior designers. The product lineup ranges from scuff plates with illuminated BRABUS logo to ergonomically shaped sport steering wheels to exclusive BRABUS fully leather interiors crafted from especially soft yet durable BRABUS Mastik leather or finest Alcantara. The lineup also features electric privacy curtains in the rear.

2008 Yamaha MT 01

2007-09-15T09:49:00.000-07:00

MT-01

Minimal… maximal… the MT-01 seems like a mass of contradictions, like nothing you’ve ever known before, an air-cooled 1,670 cc V-twin that rocks like a sports bike. The MT-01 is a revolutionary motorcycle, with a soulbeat character that unleashes maximum torque at 3,750 rpm, when most engines are still half asleep. That’s the whole idea of Torque Sports – mega-thrust is right there, the instant you grab the throttle. And this mega-capacity, long-stroke engine is bolted into an aluminium supersport-derived frame with R1-style truss swingarm, 43 mm upside-down forks, low-slung rear shock, radial-mounted calipers and a uniquely chiselled, radical design. MT-01 – performs like nothing else on this earth.

2007 BRABUS BULLIT

2007-09-15T07:36:00.000-07:00

The Ultimate Wolf in Sheep’s Clothing with V12 Biturbo Engine, 730 PS (720 hp) / 537 kW, 1,320 Nm (974 lb-ft) of Torque and a Top Speed of More than 360 km/h (224 mph). Over the past three decades BRABUS has perfected the art of transplanting large and extremely powerful engines into the bodies of small cars. That path led to numerous world records and entries into the Guinness Book of World Records. The BRABUS BULLIT, built in small-series production based on the new Mercedes C-Class sedan, celebrates its world debut at the IAA 2007 as the ultimate wolf in sheep’s clothing.

2007 BRABUS Widestar Mercedes ML 63

2007-09-15T07:33:00.000-07:00

Sporty-dynamic, exclusive and powerful: The three attributes best describe the BRABUS WIDESTAR.BRABUS presents the new stunning wide version for the SUV and with it the new Monoblock E 23-inch forged wheels and BRABUS B63 S performance tuning with 550 PS (542 hp) / 404.8 kW for the ML 63.

The WIDESTAR concept, which is available for all current M-Class models, combines dynamic looks with maximum functionality. The elegantly flowing lines of the fender flares front and backincrease vehicle width by five centimeters (two inches).

The extra width benefit the car’s appearance while the wider stance improves handling: The multi-piece BRABUS Monoblock E wheels in size 11Jx23 were custom-tailored for the wide-track version of the M-Class. Their forged wheel center ensures an optimal combination of light-weight design and maximum strength. The new light-alloy wheels are mounted with high-performance tires in size 315/25 R 23.

The BRABUS control module for the standardAIRMATIC air suspension lowers the ride height of the vehicle by some 30 millimeters (1.2 inches), further contributing to more sporty road-handling characteristics.

The BRABUS WIDESTAR body conversion consists of doors elements, and rocker panels that create a more homogenous transition between the fender flares. But that’s not all: Complete front and rear aprons replace their production counterparts front and back. The front spoiler bumper with three striking air inlets and four integrated auxiliary headlights lends the M-Class more passing cloutand minimizes lift on the front axle. In combination with the rear spoiler the rear apron with integrated diffuser and cutouts for the four chrome tailpipes of the BRABUS stainless-steel sport exhaust system it provides the perfect aerodynamic balance.

Its well balanced aerodynamic properties make the BRABUS WIDESTAR a perfectly suited to serve as the platform for a tuned version of the ML 63. The latter was developed by the BRABUS motor engineers in form of the B63 S performance kit. The production V8 engine delivers 510 PS (503 hp) / 375 kW. It is fitted with sport air filters and high-performance metal catalysts as well as newly programmed engine electronics with custom mapping for ignition and injection..Together these measures result in an increase in power output by 40 PS (39 hp) / 31 kW to 550 PS (542 hp) / 404.8 kW. Simultaneously peak torque grows from 630 Nm to 650 Nm (465 to 479 lb-ft). Vehicle performance benefits accordingly: The sprint from rest to 100 km/h (62 mph) is shortened to 4.9 seconds. Engine tuning and the installation of the BRABUS V/max unit increase the top speed from 250 km/h to 275 km/h (155 to 171 mph).

To further optimize active safety the BRABUS WIDESTAR can be equipped with a high-performance brake system. It features 12-piston aluminum fixed calipers and vented and cross-drilled 380 x 36 millimeter (15.0 x 1.42 inches) discs on the front axle. Together with 355 x 28 millimeter (14.0 x 1.1 inches) brake discs and six-piston fixed calipers in the rear it provides impressive stopping power usually reserved for purebred sports cars.

Yet another BRABUS specialty for the Mercedes M-Class is the creation of exclusive interior options: Stainless-steel scuff plates with illuminated BRABUS logo, an ergonomically shaped sport steering wheel and leather-covered door trim pieces to upgrade the factory leather are all part of the program, as are exclusive BRABUS fully leather interiors made from meticulously crafted combinations of the finest Mastik leather and Alcantara.

The sporty BRABUS ‘Checkered Flag’ carbon-fiber components for the interior are another BRABUS innovation. They feature a carbon-fiber structure in checkered-flag design.

The production front seats are equipped with special rear consoles that cover the entire seatbacks including the headrests. They house seven-inch 16:9 LCD screens with integrated DVD player. Also available is a version with an electric folding table made from precious wood

2008 Yamaha YZF-RS

2007-09-14T23:18:00.000-07:00

“More of the same” is good when it’s a mid-weight success story
By Ed Maurer, Yamaha monthly

2008 YZF-R6S
Some folks would contend that “more of the same” isn’t what they want. Well, it is exactly what you want when it’s Yamaha’s 2008 YZF-R6S Sportbike, the inheritor of bragging rights that includes being deemed “Best Middleweight Streetbike” for 2005 by Cycle World Magazine and the AMA Supersport Champ of 2003.

With a curb weight in the mid-300 pound range, this honey can hit top speed in a hurry with its 600cc inline four-cylinder putting out 123 horses. Now, there are bikes with more horsepower; it’s true, but real power is measured in weight ratios. For a mid-weight bike with a power to weight ratio of 1:0.351, the R6S is definitely a contender 2008 YZF-R6Sby anybody’s measure. Tie the rear wheel to the four cylinders with its six-speed, close-ratio transmission and you have a bike that delivers seamless power to a 180/55-ZR17 rear wheel, making it not only a quick bike, but a fun ride, to boot.

2008 Honda ST1300/ST1300

2007-09-13T17:31:00.000-07:00

2008 Honda ST1300/ST1300 ABS Features & Benefits

For those seeking long-distance comfort along with exemplary engine performance and superior handling, the ST1300 earns high marks from riders all around the globe.

Features & Benefits

New for 2008

* Available in Candy Dark Red.

Unique features

* Powerful, liquid-cooled 1261cc longitudinally mounted V-4 engine delivers effortless acceleration and passing power.
* Programmed Fuel Injection (PFM-FI) (see Technology Section).
* Aluminum frame combines optimal rigidity and tuned flex to produce excellent handling, superb riding comfort and wonderful road feel.
* Linked Braking System (LBS) (see Technology Section).
* Anti-Lock Braking System (ABS) model available. (see Technology Section)
* Touring features include full-coverage bodywork, three-way adjustable rider's seat and two large 35-liter detachable saddlebags. Both models feature a push-button, motor-driven windscreen that adjusts to alter height and angle.

Engine/Drivetrain

* Compact, powerful 1261cc DOHC 90-degree V-4 engine with an oversquare bore and stroke of 78mm x 66mm and longitudinal engine-mounting improves power flow and drivetrain efficiency.
* The ST1300's low center of gravity contributes to enhanced low-speed handling. The 360-degree crank contributes to a very broad powerband. Two engine counterbalancers virtually eliminate primary and secondary vibration. Both gear-driven counterbalancer shafts are installed in the lower crankcase to the left side of the crankshaft. The first shaft is driven directly by the crankshaft at a 2:1 ratio. The second shaft is positioned below the first and is driven in the opposite direction by the first balancer shaft's drive gear. The combination of these two balancers ensures a supremely comfortable ride for long-distance touring.
* Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve-maintenance intervals.
* Programmed Fuel Injection (PGM-FI) (seeTechnology Section).
* Electronic control unit (ECU) closed-loop emissions system utilizes two oxygen sensors to constantly deliver a precise air/fuel mixture, while two exhaust catalyzers further reduce emissions.
* Four-into-two stainless-steel exhaust system features a pair of attractive, triangular-section 5.4-liter mufflers with stainless-steel heat shields. - High-output, air-cooled, 660-watt alternator is located between the cylinder banks, contributing to a shorter and more compact engine design.
* U-shaped aluminum radiator has excellent cooling capacity, and a ring-type fan draws air through the radiator at low speeds to ensure stable operating temperatures for consistent performance and long engine life.
* Quiet and reliable shaft-drive system is virtually maintenance-free.

Chassis/Suspension

* Aluminum frame features a massive steering head casting and triple-box-section spars. The V-4 engine serves as a tuned, stressed frame member. The solid engine-mounting system utilizes specially designed hangers and carefully matched mounting bolts to provide both excellent road feel and minimal engine vibration.
* Lightweight, aluminum swingarm is carefully matched to the frame to provide an ideal balance of rigidity and tuned flex for optimal handling.
* Rigid, aluminum upper triple-clamp and a 45mm Honda Multi-Action System (HMAS) cartridge front fork provide excellent suspension control in a wide range of riding conditions.
* The rear suspension incorporates a single shock, which mounts directly on the swingarm. The shock offers 1.2 inches of spring preload adjustability.
* Linked Braking System™ (LBS™) (see Technology Section)
* ABS model combines with LBS for a wide range of braking and steering control. (see Technology Section)
* The ST1300's 310mm stainless-steel, floating front-brake discs feature lightweight seven-spoke inner rotors, and a 316mm rear rotor saves another 10.5 ounces, further reducing unsprung weight.
* Silver wheels are three-spoke U-section cast-aluminum. The 5.0-inch-wide rear sports a large, low-profile 170/60ZR-17 radial tire. The 3.5-inch-wide front wheel carries a 120/70ZR-18 radial tire.

Additional Features

* Three-position rider's seat provides an adjustment range of 1.2 inches vertically and 1.0 inch horizontally. From the forward and lowest position, the seat can be moved up 0.6 inches and back approximately 0.5 inches to the middle position, and again by the same amount to the highest rear position.
* A motor-driven adjustable windscreen offers 7.4 inches and 13 degrees of adjustability for greater wind protection and touring comfort. A thumb-operated pushbutton on the left handlebar operates the windscreen motor. An additional 2.3 inches of manual adjustment is possible by repositioning the windscreen on the mounting brackets.
* Integrated lockable and detachable saddlebags hold 35 liters each (large enough for a full-face helmet). The saddlebags contain straps to limit bag opening to 90 degrees to better secure the contents. The straps are easily unbuckled when the bags are dismounted, permitting full access.
* Rugged, plastic-covered body-protector stays extend outward to protect the bodywork in case of a tip-over.
* Dual-section fuel tank carries 5.5 gallons of fuel in the conventional tank location with an additional 2.2 gallons located in a sub-tank located low in the chassis. This results in exceptional fuel capacity with a low center of gravity.
* Headlight features dual lenses with twin-filament H4 low/high beam bulbs and multireflectors.
* A convenient push button located on the left side of the fairing electrically adjusts the headlight height over a 2.5-degree range.
* Roomy cockpit and ergonomically designed dual-density seat offer true long-haul comfort.
* Attractive, lightweight two-piece aluminum handlebars.
* A locking left-side fairing pocket offers the carrying capacity of an automobile console; a weather-resistant vinyl lid covers the right-side pocket.
* Breakaway rear-view mirrors minimize damage in the event of a tip-over.
* Padded passenger grabrails.
* Convenient centerstand assist-lever folds neatly away when not in use.
* Integrated front and rear turn signals.
* Integrated ignition switch/fork lock. A single ignition key operates all locks.
* Transferable three-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.
* Purchase of a new, previously unregistered Honda USA-certified unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Visit www.hrca.honda.com for details.

Available Honda Genuine Accessories

* Touring Accessories: Removable Saddlebag Liner Set, Saddlebag Scuff-Pad Set, Knee-Pad Set, Mirror Air-Deflector Set, Fairing Air-Deflector Set, Tank Pad.
* Additional accessories: 12-volt DC Accessory Socket, Heated Grips, Cycle Cover.

by Honda.com

Brabus Wheel

2007-09-11T03:57:00.000-07:00

Harley-Davidson XL883L Sportster Low (2007)

2007-09-11T03:47:00.000-07:00

The XL 883L motorcycle makes the classic Sportster® design even more accessible to riders of any stature. Lowered front and rear suspensions, and wider pullback handlebar make this model exceptionally easy to upright, mount and handle. Its 883 cc Evolution® engine is rubber-mounted to the frame, providing a smooth ride as it delivers just the right amount of easy-to-handle power. Lighter solo riders will appreciate the specially tuned suspension and the confidence-inspiring 25.3-inch seat height.

And don’t think the Sportster 883 Low model is short on style! The silver powder-coated engine; wide, touring inspired handlebar; and exclusive fuel tank graphics help make sure this narrow, nimble motorcycle looks as good as it handles.

Moto Guzzi Griso

2007-09-08T01:45:00.000-07:00

Griso means "grayish" in the Italian dialect of the region around Lake Lario, where Moto Guzzi is located. While it's true this doesn't seem to be a very exciting name for a motorcycle, there is a back story: Griso is the name of a gray-bearded evil-baron character in what is perhaps the most famous saga in Italian literature "I Promessi Sposi" or "The Betrothed," which happens to be set in and around Guzzi's home town.

And so Moto Guzzi keeps referring to local traditions when naming its bikes, be it that of a good wind that blows across the lake (Breva) or of a bad guy. All this being said, the vaguely evil connotations of the Griso name are perfectly fitting, because this new Guzzi 1100 is indeed a bike full of grit. From its outrageously aggressive styling to the quality of its ride, this is a bike that promises to largely revamp the image of Moto Guzzi.

First, it must be acknowledged that the Griso project is not an all-Moto Guzzi effort. There was a lot of Aprilia involvement during construction of the prototype that debuted at the 2003 Milan Show, where it stirred enormous attention alongside the MGS-01 roadracer. The message was clear that the Guzzi Eagle was out to prey again, after years of living on pet food. Then the Griso was lost in the fog of the financial crisis that dissolved the Aprilia Group. Piaggio came to the rescue and Moto Guzzi's new, highly experienced CEO Daniele Bandiera was given the green light to get the Griso into production. This was accomplished in remarkably short time and done all in-house—no help from Aprilia.

Moto Guzzi calls the Griso 1100 a "techno-custom," a fancy definition to help set it apart in a world full of cruisers and naked bikes.

The "custom" elements are clear, from the distinctive use of the frame as a major styling riff to the svelte line of the tank to the bold exhaust manifold and the almost obscenely massive muffler. The "techno" touch comes from the very rational riding posture and from the competence of the chassis. The final combination has a quality fit and finish down to the last detail like we have never seen before on an Italian bike.

Altogether, the production Griso (available in the U.S. this summer for about $12,500) retains all the visual magic and impact of the prototype and makes it fully functional, something that isn't very common in the transition from showbike to showroom. In black or in red, it's all Moto Guzzi, in yellow it's the ultimate transgression, in light metallic blue it's... aarghhh! Forget Light Metallic Blue will you!

While the concept and styling are big leaps, the powerplant is not. This is basically the same engine as that of the Breva 1100, which itself was a mild evolution of the V11 mill. After some 40 years of boring, stroking, refining, tuning and re-tuning the original V7 designed by the late Dr. Giulio Cesare Carcano, the air-cooled, transversely mounted 90-degree V-Twin is now in its ultimate 1064cc displacement (92 x 80mm bore and stroke). Internal changes reduced reciprocating mass and vibration, while the engine cases were similarly analyzed and lightened. Oil sump capacity was limited in the redesign, so a large oil radiator has been added and applied in effective Griso style—in plain sight on the right side of the engine, framed by a black, vented airbox.

The centrally located, chain-driven camshaft operates the valves via pushrods, while twin 45mm throttle bodies and Weber-Marelli electronic injection meter air and fuel. Claimed output is 88.1 horsepower at 7600 rpm, with peak torque of 65.6 foot-pounds at 6400 revs. These figures are slightly higher than those of the Breva due to the longer intake runners (better ram effect) and bigger airbox. The larger and less restrictive exhaust system also adds the extra kick at high rpm. To further enhance the more aggressive response of the Griso power unit, the primary drive ratio is reduced from the Breva's 26/34 to 26/36. Power enters a new six-speed gearbox of more conventional, two-shaft design (compared to the old V11's three-shaft setup). This new gearbox is 40mm longer, but 5 pounds lighter. And much smoother shifting. Final drive is shared with the Breva, complete with the so-called CARC, Moto Guzzi's proprietary full-floating crow-and-pinion unit that eliminates chassis jacking typical of shaft drive.

As mentioned before, the frame plays a dual role, both as a structural and major styling element, figuring into the Griso's visual appeal much more than with most bikes. This is the touch of creativeness that sets this bike apart. The pair of painted, fully exposed 50mm tubular steel spars run from the steering head to the two massive plates that clamp to the rear engine/gearbox mounting bosses and solidly locate the swingarm pivot. Around the steering head, the spars are braced by a sturdy trellis structure composed of multiple triangulations centered on both the steering head and the transverse element that connects the spars where they bend inward to meet the steering head. These spars also solidly clamp the front engine mount, thus integrating the engine as a stressed member of the frame.

In the best Moto Guzzi tradition, the wheelbase is a long 61.2 inches. This means there is plenty of space between the axles for rider and passenger. Solo, weight distribution is 48/52 percent front-to-rear, which combines with a conservative 26-degree rake and 4.3-inch trail to make the Griso a very stable, surefooted bike.

The suspension allies well with this geometry. The inverted 43mm Showa fork was inherited from the Aprilia Tuono, while at the rear is a single gas-charged shock with a progressive linkage. Thanks the to the substantial offset of the shaft drive, the rear Pirelli Diablo Strada can be a meaty 180/55ZR17, complemented by a 120/70ZR17 at the front. A pair of 320mm Brembo discs and four-piston calipers at the front work with the single 282mm, two-piston setup at the rear. With the 4.5-gallon fuel tank empty, the Griso scales 473 pounds.

The town of Mandello del Lario has a second merit in addition to being the location where Moto Guzzi was founded by Emanuele V. Parodi and Carlo Guzzi: It is surrounded by magnificent mountains where a myriad of roads provide perfect test loops. Right from the time you let out the clutch, it is clear the Griso is a very user-friendly motorcycle. It feels solid and responsive around town, while remaining stable at high speed. The riding position allows both precise control and long-haul comfort, with a slightly sporty seat/footpeg relationship. The wide, straight handlebar induces a natural, leaned-forward posture.

Above all, though, the Griso shows the best of what is still available from the venerable Guzzi V-Twin. Throttle response is crisp and immediate. Suddenly, this engine that has long been regarded as the epitome of an ultra-reliable touring powerplant here shows an aggressiveness that warms the heart and makes it sing at every throttle opening. The stronger peak torque comes at a lower rpm than on the Breva, and combined with the shorter gearing makes the Griso smoke off the line with enormous vigor. Low-end is one thing, but the real surprise is that the engine never seems to run out of breath, pulling hard all the way to redline. The overall response makes the engine power seem greater than the claimed numbers.

Even better, the versatility and responsiveness cooperates beautifully with the very capable chassis. Well-sorted suspension keeps bike attitude in check under acceleration, limiting the transfer of weight to the rear, which in turn keeps the steering response properly neutral when accelerating hard out of a corner. In all, the chassis of the Griso proved the best of the present Moto Guzzi batch, to the point that it deserves being celebrated on par with the legendary V7 Sport "red frame." It's very firm and precise, agile and neat, totally stable at high speed, easy in city traffic and up a twisty mountain road. Cornering clearance allows 40-degree lean angles, which is more than adequate even for the most aggressive riding style on the road.

That is the biggest delight of all: The Griso is the unexpected Moto Guzzi. The Eagle is back.

Honda Shadow

2007-09-07T20:48:00.000-07:00

Specifications

Model: VT1100C2
Engine Type: 1099cc liquid-cooled 45° V-twin
Bore and Stroke: 87.5mm x 91.4mm
Compression Ratio: 8.0:1
Valve Train: SOHC; three valves per cylinder
Carburetion: Two 36mm constant-velocity
Ignition: Digital, two spark plugs per cylinder
Transmission: Five-speed
Final Drive: Shaft

Suspension
Front: 41mm fork; 4.7 inches travel
Rear: Dual shocks with five-position spring preload adjustability; 3.9 inches travel
Brakes
Front: Single 316mm disc with twin-piston caliper
Rear: Single 276mm disc with single-piston caliper

Tires
Front: 120/90-18
Rear: 170/80-15

Honda CBR 1000 RR

2007-09-01T04:47:00.000-07:00

Calling the CBR1000RR a "Superbike" almost doesn't do this machine justice. Where else can you find so much Honda RC211V MotoGP technology—998cc DOHC inline four with dual-stage fuel injection, all-aluminum frame, Unit Pro-Link rear suspension, center-up exhaust—packed into one leading-edge literbike? Hint: Nowhere.

2007 Suzuki GSX-R750

2007-09-01T04:34:00.000-07:00

GSX-R is more than a model designation.

When the first GSX-R750 was introduced more than two decades ago, it defined an entirely new category of motorcycle: The true racer replica. For more than 20 years, the GSX-R750 has been a direct link between the racetrack and the street.

It is a revolutionary motorcycle that changed production- based racing forever. Filling racing paddocks around the globe, and driving would-be competitors from the grid. A machine so dominant that other brands abandoned the 750cc racing class because they could not compete.

The GSX-R slogan, Own The Racetrack, is based solidly in fact. Say GSX-R75O, and the world thinks of a racebike with lights, with the best possible balance of engine and chassis performance.

For 2007, the latest version of the legendary GSX-R7SO continues to relentlessly advance high-performance technology. Combining the responsive torque and broad, smooth powerband of a heavyweight with the compact size and easier handling of a middleweight. Now more compact . More powerful. More aerodynamic.

Built to Own The Racetrack.

With street equipment added.

2008 Suzuki Hayabusa

2007-08-27T17:22:00.000-07:00

The new 2008 Hayabusa is so impressive - compared to the original, it's hotter than ever. For enthusiasts, that comparison will make your heart pound. The new Hayabusa's engine is thoroughly updated for more power and an improved power-to-weight ratio, which you'll experience as an even greater rush of acceleration. Its refined chassis and suspension help provide crisper handling. And its striking new fairing offers sleeker aerodynamics. The original Hayabusa was the best. With the 2008 Hayabusa, you're looking at better than the best.

New
Redesigned instrument cluster now features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator.
New Engine
New 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
New lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions.
SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise
New ventilation holes at the cylinder skirt for reduced pumping losses and increased performance
High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations
New Shot-peened chrome-moly steel connecting rods for maximum durability
Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
New Chassis
All new aggressive aerodynamic fairing design with low drag coefficient retains it's signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis
New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions.
Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter
Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength
New bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output
New radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc
Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control
Passenger seat and rear subframe are lowered for improved passenger comfort
Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place.
Newly designed vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling.
LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish

Specs
Engine: 1340cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore Stroke: 81.0 x 65.0mm
Compression Ratio: 12.5:1
Fuel System: Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Transmission: 6-speed, constant mesh
Final Drive: #530 chain
Overall Length: 2195mm (86.6 in.)
Overall Width: 740mm (29.1 in.)
Overall Height: 1170mm (46.1 in.)
Seat Height: 805mm (31.7 in.)
Ground Clearance: 120mm (4.7 in.)
Wheelbase: 1485mm (58.5 in.)
Dry Weight: 220 kg (485 lbs)
Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload, adjustable rebound damping and adjustable compression damping
Suspension Rear: Link-type, gas/oil damped, fully adjustable spring preload, adjustable compression & rebound damping
Brakes Front: Dual hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 120/70-ZR-17
Tires Rear: 190/50-ZR-17
Fuel Tank Capacity: 21 liter (5.5 gal.) 20.0 liter (5.3 gal.) CA. model
Color: Orange/Black, Black/Gray, Blue/Black

2008 Honda Shadow Spirit C2

2007-08-27T17:05:00.000-07:00

With its low-slung saddle, forward foot controls and street-rod-style handlebars, the 2008 Honda Shadow Spirit C2 gives motorcycling newcomers a chopper feel without the chopper price. Or the chopper discomforts.

The wide, gunfighter-style seat is positioned deep in the frame and 25.7 inches off the deck, so even the shortest rider can feel tall in the saddle. It's soft as well.

As my initial ride of about 90 miles was winding down, I didn't have to get up off the seat at a stoplight to restore feeling in my hips or tuchis. Give credit to the five-position adjustable shocks, too.

The forward pedals let the rider stretch the legs and lean back a little. But I found the peg-shifter relationship somewhat tight, which caused a distressing moment when my boot got stuck while downshifting on approach to a stoplight. I momentarily lost my balance, nearly dropping the bike. Blame operator error.

The narrow front tire at the end of the long, raked forks has a bigger diameter than the rear, reminiscent of the Harley Dyna Wide Glide. The long wheelbase and light weight give it responsive road manners, requiring little input from the rider to keep it in line. Twin calipers on the front disc brake and the rear drum were plenty strong to bring me to a stop.

The 749cc V-twin engine is plenty willing. Even in the top fifth gear, there was ample power funneled through the new constant velocity carburetor to keep the shaft drive humming on I-15's long uphill grade north of San Diego. There was plenty of pull off the line from a stop, and shifts were smooth. The Spirit makes its case for commuters: On my first tank of 87-octane, I averaged 42 miles per gallon.

Controls are basic, which is to be expected on an entry-level machine that is tagged at less than $7,000. The tank-mounted speedometer is a little low; I had to bow my head slightly to take a peek, and that could be enough time for some road gremlin to sneak up and disrupt the ride. I also missed not having a tachometer. The digital odometer includes two trip meters.

This Honda takes on qualities often seen in customized rides, such as the tank's flame paint scheme, the taillight integrated with the fender, chrome handlebars, air cleaner and side covers. The staggered pipes complete the chopper look and produce a subtle, throaty roar that won't threaten a decibel meter.

The Ultra Blue Metallic test bike did not carry any accessories, but there are plenty available from Honda, including a windscreen, three styles of leather saddlebags and other pouches, backrests, guards and a digital audio system, among other items. Expect an abundance of goodies from the aftermarket companies, too.

After all, that's what the chopper spirit is all about - making your ride your own.

Joe Taylor is a Union-Tribune copy editor for the Wheels section and a motorcycle enthusiast.

SPECIFICATION

2008 Honda Shadow Spirit C2

Engine: 745cc, SOHC liquid-cooled V-twin with three valves per cylinder

Transmission: wide-ratio five-speed

Fuel tank: 3.7 gallons, including 0.9-gallon reserve

Seat height: 25.7 inches

Base price: $6,799; with tank flames, $7,099 (US expected market price)

Honda CBR 1000 RR7: 2007

2007-08-22T23:39:00.000-07:00

Unique features

Liquid-cooled 998cc inline four-cylinder engine.
Aluminum frame patterned after the RC211V(R) MotoGP machine.
Honda Electronic Steering Damper (HESD) for optimum steering effort and stability.
Cassette-type close-ratio six-speed transmission.
Centrally located fuel tank increases mass centralization and allows more compact frame design.
Radial-mounted front brakes.
Center-up exhaust system.
Unit Pro-Link(TM) rear suspension and swingarm design inspired by RC211V.
Line-beam headlight features three-piece reflector design.
Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.
Aggressive styling based on the championship-winning RC211V MotoGP machine.

Engine/Drivetrain

Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore-and-stroke dimensions of 75mm x 56.5mm.
Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with a 12.2:1 compression ratio for efficient combustion and high horsepower.
Intake valve features double-spring design for optimum performance at high rpm.
Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
Lightweight nutless connecting rods.
Iridium-tip spark plugs improve fuel combustion and performance.
DSFI system features two injectors per cylinder--one upper and one lower--controlled by an electronic control unit (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.
Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.
Auto-enriching system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
Forged aluminum pistons with moly surface treatment for reduced friction.
Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.
ECU provides two digital 3-D fuel-injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.
Ram-air system allows high volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.
Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.
Liquid-cooled aluminum oil cooler is lightweight and efficient.
Magnesium ACG cover for lighter weight.
Maintenance-free automatic cam-chain tensioner.
Starter gears located on the right side to produce narrow engine and increased lean angle.
Eight-plate clutch is compact and tough, featuring durable friction plate material.
Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.
Durable #530 O-ring-sealed drive chain.

Chassis/Suspension

Lightweight, twin-spar aluminum frame utilizes RC211V technology.
Aluminum-hybrid rear swingarm is longest in class for superior traction under hard acceleration.
New aluminum subframe is lightweight and easily removed for ease of maintenance.
HESD is a rotary-type steering damper that electronically modulates steering damping based on road speed and acceleration. An ECU senses road speed and acceleration and then sends a signal to a solenoid. The solenoid controls an oil-pressure relief valve within the damper unit. At slower speeds the relief valve is open, allowing for a free flow of oil through the damper unit, resulting in reduced damping force and lighter steering effort. At higher speeds the flow of oil is restricted, resulting in increased damping force and additional stability. HESD is the first steering-damping system that makes it possible to increase high-speed performance while maintaining low-speed handling.
43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload and rebound and compression damping adjustability, and offers precise action and unparalleled rigidity.
Unit Pro-Link rear suspension system is patterned after the RC211V MotoGP machine. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners. The HMAS shock offers rebound and compression damping and spring preload adjustability.
Front-brake system features radial-mounted four-piston calipers and 320mm floating discs, and a 220mm rear disc with a single-piston caliper for exceptional stopping power.
Super-light, aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.
Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.

Additional Features

High-capacity 350-watt AC generator.
High-tech instrument display features tachometer, LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock. A low-fuel LED light and shift-indicator light is located in the tachometer.
Line-beam headlight features three-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.
LED taillights for improved appearance.
Plastic tank shell cover protects tank and airbox.
One-piece fan assembly increases cooling efficiency.
Convenient ignition switch/fork lock for added security.
Folding aerodynamic mirrors.
Handlebar switches and controls use internationally approved ISO graphic symbols.
Convenient push-to-cancel turn-signal switch.
Maintenance-free battery.
Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

Honda CBR 600 RR : 2007

2007-08-22T23:28:00.000-07:00

The CBR®600's most radical redesign since the introduction of the RR in 2003 is highlighted by a whole new engine, frame and bodywork that results in a smaller, lighter, more-powerful CBR600RR with a class-leading power-to-weight ratio and unparalleled performance.

Features & Benefits

New for 2007

- Class-leading power-to-weight ratio for outstanding acceleration and handling.

- Smaller, lighter, more compact inline four-cylinder engine.

- Improved midrange performance and enhanced peak power.

- Significant weight reduction in engine and chassis.

- Repositioned transmission shafts within crankcase allow for shorter engine.

- New lightweight, forged-aluminum pistons incorporate special shot peening for added toughness.

- Lightweight magnesium head cover.

- New, single exhaust valve-springs.

- Smaller, lighter neodium magnet ACG.

- New transmission gear ratios.

- Smaller, lighter clutch.

- New front-brake vertical-piston master-cylinder system.

- Lighter weight stainless steel four-into-one exhaust features new inline-exhaust valve to control exhaust pressure for maximum performance.

- New intake-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.

- New non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-speed operation.

- New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.

- New smaller and lighter Honda Electronic Steering Damper (HESD).

- Newly designed Fine Die-Cast (FDC) frame uses four large castings for lighter weight.

- Improved mass centralization.

- Redesigned radiator with compact dimensions improves cooling capacity.

- All-new bodywork enhances handling and performance.

- Handlebars raised 10mm for improved rider comfort.

- Center of gravity revised for more neutral response and easier side-to-side flickability.

- New, compact instrument design.

- Exciting new colors--Pearl White/Silver and Ultra Blue Metallic/Silver--join Red/Black and Black as color options.

Unique features

- Unit Pro-Link™ rear suspension and swingarm design inspired by RC211V®.

- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.

- High-revving engine redlines at 15,000 rpm.

- MotoGP-style RC211V center-up exhaust system.

- Radial-mount front brake calipers combined with radial actuated master cylinder.

- 41mm Honda Multi-Action System (HMAS) inverted front fork.

- Centrally located fuel tank increases mass centralization and allows more compact frame design.

- Line beam headlights feature three-piece reflector design.

Engine/Drivetrain

- Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm.

- Intake port surface treatment revised for improved efficiency.

- Oil jet relocated beneath piston for additional friction reduction and cooling.

- Iridium-tip spark plugs improve fuel combustion and performance.

- DSFI system features 40mm throttle bodies and two injectors per cylinder--one upper and one lower--controlled by an electronic control system (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower.

- Denso 12 hole injectors deliver finely atomized fuel mixture for optimum combustion efficiency and power.

- Auto enrichment system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.

- Two-stage ram-air system provides high volume of cool air to the airbox for linear power delivery and incredible engine performance.

- Cylinder head features angled valve insets to improve airflow.

- Cylinder head features two springs per intake valve and one spring per exhaust valve for optimum high-rpm valve operation and durability.

- Direct shim-under-bucket valve actuation ensures high-rpm performance and durability with 16,000-mile maintenance intervals.

- Lighter pistons and lighter, nutless connecting rods contribute to quicker acceleration.

- Double-pivot tensioner for cam-chain durability.

- Right-side starter gears allow increased lean angle.

- Smooth-shifting close-ratio six-speed transmission with new gear ratios is closely matched to the engine's powerband.

Chassis/Suspension

n -41mm inverted HMAS cartridge front fork features spring preload, rebound and compression damping adjustability for precise action.
n -Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this two-piece shock system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners.

- Braking system features twin four-piston radial-mounted front calipers, dual 310mm front discs and a single 220mm rear disc for optimum stopping power.

- New vertical-piston master-cylinder system produces superior leverage ratio at the front brake lever for higher braking efficiency with excellent feel and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider.

- Lighter aluminum steering stem.

Additional Features

- Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.

- Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design.

- Plastic tank shell cover protects tank and airbox.

- Line-beam headlights feature three-piece reflector design utilizing two H7 bulbs for optimum light distribution and a unique compact design.

- New instrumentation is very compact and features LCD panel with tachometer, odometer, twin tripmeters speedometer, fuel gauge and clock.

- Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5 x 17.0-inch front and 5.5 x 17.0-inch rear dimensions.

- One-piece fan assembly for maximum cooling efficiency.

- Maintenance-free battery.

- Optional seat cowl.

- Compact rear cowl storage compartment for U-type locking devices (lock not included) under the passenger seat.

- Pivoting, aerodynamic mirrors.

- Integrated ignition-switch/fork lock for added security.

- Convenient push-to-cancel turn-signal switch.

- Transferable one-year, unlimited mileage limited warranty; extended coverage available with a Honda Protection Plan.

- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com).

Specifications

Model: CBR600RR

Engine Type: 599cc liquid-cooled inline four-cylinder

Bore and Stroke: 67mm x 42.5mm

Compression Ratio: 12.2:1

Valve Train: DOHC; four valves per cylinder

Carburetion: Stage Fuel Injection (DSFI)

Ignition: Computer-controlled digital transistorized with three-dimensional mapping

Transmission: Close-ratio six-speed

Final Drive: #525 O-ring-sealed chain

Suspension
Front: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel

Brakes
Front: Dual radial-mounted four-piston calipers with 310mm discs
Rear: Single 220mm disc

Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: TBD

Rake (Caster Angle): 23.7°

Trail: 96.3mm (3.8 inches)

Seat Height: 32.3 inches

Dry Weight: TBD

Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve

Colors: Pearl White/Silver, Ultra Blue Metallic/Silver, Red/Black, Black

Meets current EPA standards.

California version meets current CARB standards and may differ slightly due to emissions equipment.

American Chopper

2007-08-14T17:04:00.000-07:00

American Chopper is one of Discovery Channel’s most popular reality TV shows which focuses on a father & son business that builds custom motorcycles. Of course, since its television there are obviously “Hollywood” elements to the show, such as over-dramatized diatribes between characters, artificial dialogue about project status, and extra curricular activities optimized for on-camera antics. But my facination with the show is from the business perspective.

American Chopper is an amazing case study into how a business is operated, and the character, personality, and management traits of the people that make it all happen. Here are just a few of the things I think about when watching the show:

* Project Management - Quality, Time, or Cost - pick two.
* Operations - managing and controlling normal day-to-day duties with the demands of custom projects
* Scope Creep - producing results and getting it done instead of over-promising and being late
* Teamwork - being able to trust and rely on those you work with through thick and thin
* Skills - ability, know-how and in-depth experience to get the job done
* Passion - making a career out of doing what you love
* Drive - having what it takes as an entrepreneur to build a business
* Sacrifice - long hours, strained relationships, and giving it all you’ve got
* Just a good, honest day’s work - no cryptic management speak or corner office kingdom building
* The dream of a father grooming his son to take over the family business
* The stuggles of a son trying to follow in the footsteps of his very successful father

As it turns out, I couldn’t help but buy the entire series on DVD. It’s a fun way to take a break from running my own businesses and makes me think about how I would handle the various situations. I’ve always thought that having a television show that focused on how people actually start or operate businesses would be interesting. Ah, but who are we kidding. It’s not all just about business - these guys really do build some sweet rides!

Yamaha YZF R1

2007-08-14T16:56:00.000-07:00

Key Features:

* All-new, light, powerful and packed with trickle-down MotoGP trickery, the YZF-R1 is the most advanced Open-class production motorcycle ever built.
* All-new inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s first electronic variable-length intake funnel system.
* The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions.

* Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
* All-new aluminum Deltabox frame and swingarm take Open-class handling to the next performance level.
* New, six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the new R1 requires.

Engine:

* Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four- cylinder engine produces more tractable power than ever.
* Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery.
* Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband.
* Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power.
* Lay-down design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling, and allows frame to pass over instead of around the engine for great strength and a narrow chassis.
* Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores.
* Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air.
* Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability.
* High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction.
* Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration.
* Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster.
* Redesigned titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband.
* 13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature.
* Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
* AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.

Chassis/Suspension:

* An all-new Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style, for great handling and efficient aerodynamic penetration.
* A new truss-type swingarm is extremely strong and tuned for optimal traction and feedback.
* Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel.
* Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes.
* Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster.
* Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.

Additional Features:

* Redesigned headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
* Adjustable LCD illumination and multi-function digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000 rpm analog tachometer.
* New-design fairing with bigger Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance.
* Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling.
* Forged footpegs are extra durable and light.
* Extensive use of hollow bolts and lightweight fasteners helps trim overall weight.
* 8.6 AH battery is compact and light.
* Durable #530 O-ring–sealed drive chain.
* Standard toolkit located in convenient storage compartment under passenger seat.

2008 Kawasaki KLX450R

2007-08-13T17:01:00.000-07:00

With this week's introduction of the new KLX450R off-road bike, kawasaki motorcycle officially closes the door on the 450cc, off-road ready, high-performance four stroke class. And we couldn't be happier. We love new motorcycles as much as you, but to finally have all the major manufactures competing for this class really put us in a happy place. Here's Dirt Rider's official first impression of kawasaki motorcycle's newest trail weapon.

The KLX450R introduction was held just southeast of Wickenburg Arizona and, going with the desert-themed press event, featured a camping atmosphere complete with the bright stars you'd expect while away from the city life. Like, for instance, the highest concentration of AMA championships, ISDE medals and Baja victories since our annual Dirt Rider 24 hour. kawasaki motorcycle-backed riders Destry Abbot, Nathan Woods, Ricky Dietrich, Jeff Fredette and Larry Roeseler were all on hand to help introduce us to the new bike and to ensure our riding egos stayed in check.

Even with the celebrities on hand, it was hard to keep my mind and eyes off the new green bike. So, I learned as much as I could while throwing my gear on and this is what I came away with. The KLX450R is really close to its KXF450(R?) brother. And it's really different. The biggest visual differences between the new off-road bike and the current motocrosser are a bigger tank (2.1 gallons), a headlight, a taillight, different side panels, a quick-access air box door, a very quiet muffler (yes!), a long, drop-style header pipe, a new ignition-side cover and clutch cable routing and a big beautiful electric motor attached to a magical little button which makes the bike go "vroom" without a single kick. Oh, and it has an 18" wheel and a side stand. That's about it. And it has a simple computer too. That, I swear, is everything.

But, on the inside is the difference that really counts to the minds of American off-roaders. Is this just a KXF with off-road attachments? Or, did Kawi build a real off-road bike with a capable motor, tranny and everything in between? Well, they sure didn't leave it in moto trim, that's for sure. For starters, the bike's cylinder head has a revised cam for better bottom end power and torque and 1mm smaller exhaust valves (from 41 to 40mm). Also, the exhaust valves are steel now instead of Titanium to increase durability. The intake still features the Titanium units. In between the head and the transmission, everything is the same as the moto version but the gear ratios on the KLX are drastically different as is the clutch actuation and ignition. First gear on the KLX is a bit lower, then second, third, fourth and fifth get taller and taller all the way through. The ignition sports a beefier setup for running the electronics with double the amount of flywheel mass on the crank. The bike also has softer springs and different suspension settings. Hello off-road!

So, I cranked the beast up and hit the loop. kawasaki motorcycle and its fleet of all-star off roaders set up a couple trail sections for us. One was a quickie and one was about right for us: 24 miles of single track! I hit the long loop right away and while shooting photos I got used to the new type of green 450 power.

The first thing you'll notice is the noise. It's pretty loud but for a chain rolling around it's not too bad. Also, I heard the side stand bounce around after some jump landings but that's about it. I didn't really hear the exhaust note, because it's almost non existent and that's the best thing I've heard all year. Don't let the quiet nature fool you though, the bike still makes gobs of power and it has a direct link to its motocross pal. This, it will remind you if you crack the throttle open.

Riding the bike was a real treat. I didn't know what to expect but I have to say I'm more than surprised.

The transmission is geared to the moon and top speed has to be over 100 mph. I couldn't find a road long enough to hit the rev limiter in fifth. I thought this was going to be a problem in the tight stuff, but, since it makes a million horsepower the bike will hardly stall, even if you try. I cruised in third gear, silently, and could pull out of some deep, soft corners with a little clutch. This is going to be a fun bike to learn about in the next few days.

The suspension wasn't bad either. It has a lighter spring rate with a bit less compression and a bit more rebound dampening than the KXF and it works well at everything up to race pace. If you were going to push it, you'd want to stiffen her up.

My quick trip around the desert (and it's billions of fear-inducing cacti) with the new kawasaki motorcycle KLX450R couldn't have been better. Especially since I got to do it with some of the world's off-road heroes. I even went on a night ride with Nathan Woods and his freshly healed hand. Well, not exactly "with" him. He was a bit in front of me...like a mile or two.

This bike is being thrown into our intense testing fleet right now as Karel Kramer is taking it on a couple hundred miles in Nevada right now!

Stay tuned to the pages of Dirt Rider for one of the coolest first tests we've ever done.

kawasaki ZX10R

2007-08-13T16:36:00.000-07:00

Primed to once again set the performance naked bike class ablaze, the Kawasaki Z1000 2007 receives seriously bulked up performance and styling . The aggressive aesthetics of this machine directly mirrors its ferocious performance. With the engine and chassis characteristics of the Kawasaki Z1000 refocused for serious street riding, the new model more than takes up where its predecessor left off – it redefines what pure naked performance really is all about.

Power
The engine of the Kawasaki Z1000 has been tuned to satisfy the most demanding big-bore power riders, with torque boosted, particularly in the low- to mid rev-range to provide loads of muscle when and where it’s most needed. Even from cruising speeds a twist of the throttle really delivers the goods, and the engine will keep on pulling hard right through the rev range.

Control

For 2007 the new Kawasaki Z1000 received a new engine sub-frame and re-engineered chassis rigidity which provides truly outstanding feedback, enabling the street rider to instantly read and respond to the bike’s behaviour in all speed ranges. Further enhancing rider-machine synergy are improved mass centralisation and revised ergonomics, with handlebars positioned closer to the rider and a slimmer seat resulting in a compact riding position which allows the rider to take full advantage of the Kawasaki Z1000 ’s greater stability and sharp, nimble handling qualities.

Style
With pure aggression emanating from the very core of the Kawasaki Z1000, it is not at all surprising that its performance levels are in turn reflected in this bike’s fierce styling and sheer physical presence. The crouching, muscular appearance of the new Z1000 is direct testimony to the bike’s potency. It’s stance is as that of the body of a conditioned athlete poised to explode from the blocks.

KEY FEATURES

ENGINE TUNED FOR LOW-MID RANGE PERFORMANCE
The ethos of performance naked motorcycles extends from winding roads to the highway to the city. Powerful launches from lights and out of corners, effortlessly passing cars on the road – all are enhanced by a strong low to mid rev range power. To offer hard-core riders the most gratifying riding experience possible, the Kawasaki Z1000’s low-mid range performance gets a serious boost care of numerous engine changes and a revised layout for its iconic quad-style exhaust. The change is accentuated by a new transmission with lower gearing, contributing to the intensified ride sensation. Ultra-fine injectors and oval subthrottles offer crisper throttle response. Thanks to revised engine mounts and changes that reduce friction loss, the new Kawasaki Z1000’s aggressive “power feeling” is transmitted more directly to the rider.

Features for enhanced low-mid range performance

* New quad-style muffler continues the image of the previous Z1000. Revised muffler arrangement (change from 4-2 -4 to 4-2-1-2) contributes to a large mid-range performance gain. Twin-outlet silencer end-caps help maintain the quad-style image.
* An exhaust device added to the right-side muffler (just upstream of the silencer) helps “tune” back-pressure waves for enhanced response in the low-mid range.
* New cam profiles optimise low-mid range performance.
* Smaller intake and exhaust valves (0.5 mm smaller diameter than 06MY) also contribute to the increased low-mid range performance
* Meatier crank webs increase flywheel mass (about 7% increase from 06MY) for more satisfying mid-range power feeling.
* A revised transmission with lower gearing complements the increased low-mid range torque. The result is great torquey acceleration at all engine speeds – especially noticeable when accelerating from stops in town, and when overtaking.

Changes for increased overall performance and riding sensation

* New fuel injection system is managed by a high-precision ECU.
* Ultra-fine injectors and smaller-bore throttle bodies (down to 36 mm from 38 mm) with oval sub-throttles offer ultra-smooth response across the rev-range.
* Iridium plugs deliver a hotter spark for high combustion efficiency.
* Relocating the engine mounts behind the cylinder greatly reduces engine vibration transmitted to the rider. The new engine mount positions are closer to the engine’s centre of gravity.
* Transmission set lever with ball bearings and a revised selector drum result in superb gearshift feel and smoother gear changes.
* Clutch springs with a lower spring rate result in a lighter clutch feel.
* New cylinder casing with reduced compression loss and a revised oil pump gear ratio contribute to reduced mechanical losses.
* New lightweight radiator offers improved cooling.

REFINED CHASSIS WITH ENHANCED FEEDBACK
Like the engine changes, the new Z1000’s frame modifications were designed to offer more exhilaration in real-world riding situations. By reducing the frame’s overall stiffness, the new chassis offers riders much greater feedback.
Furthermore, the steering head was moved 10 mm forward. The slightly longer wheelbase and more rearward weight balance result in a highly manoeuvrable package – quick steering with a good feeling of stability.
Revised suspension settings contribute to the bike’s nimble handling, and offer confident corning as well as excellent ride quality. Increased feedback, more dynamic handling, and a reassuring feeling of stability – like the engine, the chassis revisions prioritise real-world riding.

Frame

* Newly designed pressed aluminium swingarm, revised swingarm bracket and new engine mounts allow the frame rigidity to be reduced (which also contributes to the reduced engine vibration). Using the semi-rigid mount engine as a stressed member, chassis rigidity balance enables high level riding.
* The overall reduction in chassis rigidity results in a chassis that offers copious amounts of feedback allowing the rider to understand what the bike is doing.

Suspension

* 41 mm inverted front fork delivers brilliant steering performance. Smooth action in the top half of the stroke is complemented by firmer damping in the bottom half. This gives the feeling of a long-stroke suspension initially, followed by a solid planted feel in corners – a combination which makes the bike both easier to ride as well as allowing a sportier riding style.
* At the rear, the Bottom-link Uni-Trak rear suspension features a nitrogen gascharged shock with piggy back reservoir. The rear suspension settings complement those of the front fork. Suspension action is excellent, offering exceptional road holding.

Brakes

* Completely revised brake package includes components that would not be out of place on Kawasaki’s Ninja supersport machines.
* Radial-mount brake calipers and a radial front brake master cylinder (both firsts for this category) offer more precise brake control and superb feel at the lever.
* Triple petal disc brakes contribute to reduced unsprung weight.
* A larger rear disc (increased from 220 mm to 250 mm) offers improved rear brake control. (Front discs are 300 mm as before.)
* For those that desire added braking reassurance (e.g. in wet conditions), ABS models are also available in in the UK in limited numbers..

The result
Massive performance enhancements at their most relevant. All of the modifications applied to produce this very capable machine have been aimed at more comfort, more feedback, more punch, a sportier ride, less vibration............................................................. Awesome.

2008 Triumph Street Triple

2007-08-13T00:55:00.000-07:00

By Tor Sagen

Photography: Martin Leyfield & Tor Sagen

Time stands still, I can feel the three small cylinders working together to create some sort of a crescendo way too early! How can 675cc feel like so much more?

One of the smartest things the modern Triumph factory did was to strip a Daytona sportsbike to create the Speed Triple. If there is one Triumph that has managed to capture imaginations during the last 10 years it is the Speed Triple. So in the styling department, Triumph has had good reason to make the new Street Triple look similar to the great Speed Triple 1050.

All the difference you'll notice from a distance is the Daytona 675 swinging arm and the lower spec front brakes. The double round headlights are there, the double high stubby exhaust is there and the minimalist look is complete.

The basis for a great naked was always there in the Daytona 675. The engine produced more torque than the bland and characterless in-line fours at the same time as it went just as fast around a racetrack.

The Street Triple feels very light when I first sit on it and push it forwards and backwards with the engine humming on idle. The seat (800mm) and feel is of a taller bike than the 2007 Honda Hornet 600, but the Street Triple feels just as light and nimble.

The acceleration is instant and there's no boring wait for 10K readings on the tachometer. There seems to be drive all over the power band, but from 6,000rpm the fun really begins and the front lifts at 8K both in first and second. Not big wheelies, just a small and very satisfying power wheelie. If you want to play with the big boys the Street Triple can wheelie all day long easily by doing on-offs or using the clutch in second. It's just a natural thing for such a motorcycle. I would have been disappointed if it didn't.

The two things that impress me straight away are the 675cc triple engine and the handling. First I notice that there's no nervousness or tendency to headshake like I have experienced on the Speed Triple. The front end on the Street Triple is rock-solid . . . probably due to the Daytona 675 chassis and swinging arm. The best parts from the Daytona 675 have been donated directly to the Street Triple. This makes the Street Triple a seriously competent sportsbike for the roads and the occasional track-day.

The Kayaba upside-down fork and rear shock keep the Dunlop Qualifier tyres in contact with the changing tarmac. More than mere competence, however, the Street Triple easily inspires the wild in me and I enjoy riding it much more than any new 180bhp litre sportsbike.

The engine is a gem of 106bhp triple power with a claimed 69Nm. Revving it out in first, second and third (continue to sixth if you have the space…) feels great, and above 8,000rpm it offers proper sport bike acceleration. The Street Triple has got the best of both worlds. Hail Triumph for having managed to keep the engine as exciting as this! The 675 is really addictive.

The claimed dry-weight is 167kg (367 lbs.) which is very light. This contributes to the great handling and ease of manoeuvring. The steering angle is not the best for slow car-park manoeuvres in town, but that's about the only thing that I could put my finger on. The two-pot Nissin front brakes are more than up for the job and I actually like them better than the Speed Triple radial items.

Triumph has simply followed the successful recipe from the latest Speed Triple, Daytona 675 and Tiger 1050 and created another "must have" product. The Street Triple hits me in the gut in the same places as a much bigger capacity motorcycle.

Conclusion:

Having ridden and tested the 07 Honda CB600F Hornet, 07 Aprilia SL750 Shiver, Suzuki GSR600, Ducati Monsters, and BMW F800's, I know pretty much what I am looking for in a motorcycle such as the Street Triple. My verdict is that Triumph has built exactly the bike that I want!

+

Great 675cc triple engine-both on low and high revs.

Handles like the Daytona 675

It's worth every penny of that at £5.500 (British Pounds)

Slow speed manoeuvrability hindered a bit by the sportsbike-like steering lock

Makes the Speed Triple less attractive…

Kawasaki Concours 14 : 2008

2007-08-12T21:04:00.000-07:00

2008 Kawasaki Concours 14 Specifications:

Engine Type: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four with VVT
Displacement: 1,352 cc
Bore & Stroke: 84.0 x 61.0mm
Maximum Torque: TBD

Compression Ratio: TBD
Fuel Injection: DFI
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: Tetra-Lever shaft drive
Rake/Trail: TBD
Front Tire Size: TBD
Rear Tire Size: TBD
Wheelbase: TBD
Front Suspension: Inverted, telescopic fork / TBD
Rear Suspension: Tetra-Lever / TBD
Front Brake Type: Dual floating petal discs with four-piston calipers
Rear Brake Type: Single petal disc
Fuel Tank Capacity: TBD
Seat Height: TBD
Dry Weight: TBD
Color: Concours 14 ABS: Neutron Silver/Metallic Diablo Black; Concours 14: Neutron
Warranty: 36 months
Good Times Protection Plan: 12, 24, or 36 months
* Price and specifications subject to change

2008 Kawasaki Concours 14 - First Ride
8/3/2007
By Tom Lavine and Bart Madson

Few 2008 models piqued as much interest in the riding public as when photos of the redesigned Concours 14 first appeared last summer. Bathing in the adulation and success of its all-new 2007 Ninja ZX-14, Kawasaki took the new Ninja's 1352cc motor and made it the base for a much-needed facelift to the Concours. Like everyone else, once we saw the photos of the new design we were excited and intrigued. The long-suffering Connie was in desperate need of an overhaul and Kawasaki has aimed big, declaring the Concours 14 represents "an entirely new genre of high-performance motorcycle: the Transcontinental Supersport Tourer."

Well, now that we know what the Kawasaki PR claims, does the new Concours measure up to the hype?

To answer this question, we tapped out our sport-touring expert and regular photographic contributor, Tom Lavine. An accomplished rider and photographer, Tom has tallied countless miles in pursuit of motorcycling nirvana. Having participated in last year's ZX-14 vs. Hayabusa comparo as well as our Super Sport-Touring Faceoff, which featured the BMW K1200GT and FJR1300, testing the new Concours 14 was right up his alley. In fact, as an active retiree with desire for the open road Mr. Lavine is the poster child for the sport-touring market. We knew we had the right man for the job.

Assignment and travel itinerary in hand, our tester packed his camera and helmet and headed south to Santa Rosa, California for the Concours 14 press introduction. In two days he logged 500 miles aboard the C14 through Sonoma County's twisting backroads.

The obvious starting point on the Concours 14 is its 1352cc beast of an engine. Sourced from the mighty ZX-14, the Inline-Four is what makes the new C14 a real kick in the pants. Designed as the most powerful production sport-tourer in the market, Kawasaki pulled out all the stops when it sourced its largest sportbike powerplant for the new Connie.

The motor in the Concours isn't a complete clone of the Ninja's, however, incorporating first-in-its-class variable valve timing to increase engine efficiency by altering camshaft profiles in different rpm ranges. The liquid-cooled DOHC design has also been retuned for its new sport-touring application. Remember, this is an engine that produced a mind-blowing 169.1 rear-wheel horsepower when we dynoed the ZX-14 for a comparo in 2006. Judging by Kawasaki's only claimed spec sheet power numbers, lb-ft of torque, the C14 shows a 10% decrease from the ZX's 113.5 to 102.5. If we apply the same formula to our rear-wheel horsepower figures for the '06 comparo, even accounting for the C14's shaftdrive, the new Connie will be cranking out somewhere in the neighborhood of 140-plus ponies. Still far above the respective 124.2 and 123.8 rear-wheel horsepower numbers we gathered from the BMW K1200GT and Yamaha FJR1300 during last year's ST comparo.

Although massive hp numbers grab headlines, Lavine's road test experience left him pleased as punch not just by the quantity, but the quality of the muscle emanating from the C14's powerplant.

"This engine has loads of torque, especially in the low and mid range," explains Tom. "Most of the time I rode with the RPM's in the three- to five-thousand range, but if you think the bike is fast then, hang on to your hat when you hit the eight-thousand mark. This is simply one hot ride."

With the rip-snorting ZX-14 drag-racing motor as its base, we expected nothing less than jaw-dropping acceleration from the new Connie. A fact confirmed by Tom, who is a retired motorcycle cop.

"This bike was designed to offer sportbike performance. Kawasaki calls it the 'ultimate sport-touring performance.' In terms of acceleration, I would agree! Once I grabbed a handful of throttle, it just came unglued. I can't imagine any sport-tourers being faster than this thing!"

The good news gets even better, however, as the digital fuel injection ensures the rapid acceleration is controlled with a throttle response described by our tester as "smooth and predictable." The ECU-controlled fuel injection system also ensures the Connie complies with stricter emissions requirements and maximum fuel economy.

While motoring up to speeds that would have caused his former self to whip out the siren and ticket book, not to mention potential felonious mph figures that would necessitate breaking out the cuffs, our former peace officer was impressed by the wailing Inline-Four's user-friendliness.

"This bike not only hauls," explains Tom, "but vibration is very minimal and once it is underway the bike is smooth as glass."

Gear-driven, dual secondary engine balancers can take credit for the smoothness our tester experienced. While, the new Connie's digital ignition and ECU idle speed control system ensure the C14 motor is ready to deliver at the push of a button.

Speaking of thumbing the starter, an interesting feature on the C14 is the new KI-PASS (Kawasaki's Intelligent Proximity Activation Start System) anti-theft device. The system utilizes a standard ignition key and a small transponder fob. Once the ignition key is inserted, the accompanying fob must be within five feet of the bike in order to start the ignition. If a rider walks out of the magic five-foot barrier, the fob and its corresponding unique signature goes out of range causing the Concours 14 to go into lockdown mode.

At first our rider thought the new design was just a marketing gimmick (you're so cynical Tom!), then upon his return he got all geared up and ready to go on his personal bike, a BMW R1200GS, and realized the key was stashed deep in his pocket. Taking off his glove and digging through his riding pant, Tom's perspective on the new system 180-d as he thought, "now if only I'd had that KI-PASS fob." What it all boils down to is the new Kawasaki system means a rider can leave the conventional key in the ignition and almost forget about it. Of course, if you lose your fob, then you've got a problem.

Okay, so we've used the word smooth a handful of times describing the C14 already, but the Kawasaki engineers must have been indoctrinated at a smoothness re-education camp, because the sensation extends to the six-speed gearbox as well.

"This is one of the nicest motorcycle transmissions I've ever used," said Lavine, which is quite a compliment, as he has been in the saddle for 26 years. "Engaging first gear is quiet, as well as when shifting. There is simply no noise or clunking, operation is smooth."

The Connie's hydraulic clutch utilizes a radial-pump master cylinder and provides superb feel at the lever and during engagement. The C14's clutch is a forgiving back-torque-limiting design, aka a slipper clutch, which eliminates lunging on downshifts. It is a feature Lavine relished, leading him to wonder why the rider-friendly design isn't on more models.

The velvety clutch is teamed well in transmitting the C14's ample power to the rear wheel with the Tetra-Lever Shaft Drive. The final drive unit is a quiet four-link design, which the manufacturer claims "significantly reduces driveline lash." Lavine agrees of the 14's shaftdrive, "There's no lash at all and no raising or lowering on the back end. It feels almost like a belt drive, very uneventful… It just works."

A right-side 4-2-1 exhaust system takes the place of its Ninja cousin's dual cans, and also allows a better view of the new Tetra-Lever design on the left. The exhaust note is somewhat muted though, with the canister size a bit larger than we care for, but, hey, you can't always get what you want.

With its 59.8-inch wheelbase, the C14 doesn't suffer from instability but it isn't the most nimble of handlers either. This doesn't come as a complete shock to us, as we had a similar gripe about the ZX-14 during its comparo versus the Hayabusa last year, when we noted the 14 required more effort to turn in. The Connie sports a 2.3-inch longer wheelbase and lazier 26.1-degree rake compared to the Ninja (23-degree rake), so handling is compromised even more for stability.

"The C14 is a very stable bike and confidence inspiring, but transitioning in the turns sure isn't like riding a 600," explained our 62-year-old tester. "Although it was designed as a long-distance, sporty tourer, not a canyon carver, I thought this bike was very heavy in general and a little top-heavy to boot. This is particularly noticeable at slow parking lot speeds. Make no mistake about it, this is a big motorcycle, which weighs in at over 600 pounds dry."

Like any dry weight claim from the manufacturer, we take the 615-lb (606-lb non-ABS) assertion for what it is until we roll the bike onto our own scales to get tank-full and tank-empty measurements. Then we'll be able to make more definitive judgments about the C14's portliness, especially compared to the lighter claimed weights of two of its main competitors - the BMW K1200GT (549 lbs) and Yamaha FJR1300 (582 lbs). We'll have to wait for that comparison test to pass more authoritative opinions on the C14's handling too, to see how it stands out in relation to its class rivals. (Keep your fingers crossed for another Super Sport-Touring Comparo later this year.)

An inverted 43mm telescopic fork and the rear Tetra-Lever unit provide suspension on the C14. The stock settings on the front fork are a little stiff though. As with any bike, a sportbike in particular, dialing in the proper suspension settings make a world of difference. Even without finding the optimal settings during his test ride, Lavine felt sturdy feedback up front and the two units sucked up the bumps on the road without any trouble. The units also contribute to the C14's base of touring stability.

"The brakes on the C14 are outstanding, powerful and predictable," said Tom of the C14s robust binders, which have to be strong to match the bike's brawny motor and sizable weight. Featuring a top-of-the-line setup, the Concours has a pair of 310mm petal discs up front and a single 270mm petal disc out back. The front's radial-mounted four-piston caliper configuration features a separate pad for each piston to improve feel and performance, as does the radial-pump front brake master cylinder. The end result is a fantastic braking package.

Also contributing to the superb braking performance was the $900-optional ABS system fitted on our test bike. Unlike BMW's ABS system, the Concours package is not linked. As an R1200GS owner, our rider knows a thing or two about ABS and came away impressed that the independent wheel system on the Connie does its thing without any pulsating sensation. Those ABS moments just feel like hard braking on the C14, with the system delivering its safety benefits along with the sensation of stability.

On a true touring machine the engine performance is critical but only part of the overall equation. Rider comfort and ergonomics are vital to ensure owners can stick it out for the long haul. We found the new Concours to be comfortable but the always critical Lavine noted that a true long-distance evaluation wasn't possible due to the short routes employed at the press introduction. Five hundred miles, although quite a sum, wasn't enough for our tester, who's tallied many thousands of miles on his sport-touring adventures. Still, he felt the Concours was an overall comfortable platform, appreciating its touring-oriented accoutrements, like an on-the-fly adjustable windshield and comfortable riding position.

"I think I could ride this bike for a long time. The seat is comfortable, my legs were not cramped and the bars, although a little forward, were fine," said our 6'3" test rider, adding, "The moveable windshield is nice and can be lowered for sport riding but raised when riding the interstates"

Other touring accessories include removable heat deflectors on each side of the fairing near the rider's knees, which Tom appreciated during the cooler mornings but found uncomfortable in the afternoon. The Connie's mirrors were a let down for Lavine, who noted that the view through them was good if you wanted to see the top of the saddlebags. Heated grips were not included on the intro test bikes, although aftermarket units could be plugged into the C14's accessory power outlet located next to the cockpit display.

Other bells and whistles on the C14 include the aforementioned KIPASS system, as well as the helpful control panel, which features an analog speedo and tach hemming in an LCD display screen. Info on the screen includes the standard odometer and dual trip meters, as well as extra information like average gas consumption. Similar to a lot of LCD display info systems, most of it is interesting but non-critical stuff to gawk at, but we do appreciate that the new Connie includes one of our favorite sensors in the form of a gear position indicator. The Concours also includes the very Beemer-like feature of tire pressure monitors.

Of course as long-distance tourer, the Concours 14 also includes baggage, with the stylish hard sidebags included as standard equipment. The hard bags are roomy enough to store a full-face helmet and simple to open and remove. On top of their practical function, the hard bags also tie into the flowing lines of the Concours. And the lines of the new Connie look great, even taking that whole eye-of-the-beholder stuff into mind.

"The lines throughout the bike flow nicely and the bags can be removed for a sportier look, although they are so nicely styled I think the bike looks better with them on," commented Lavine.

Okay, so it looks good and has a dreamy engine, but the new Concours also sports a competitive $13,799 MSRP ($12,899 for non-ABS version), which puts it in a straight-up head-to-head showdown with the ABS-standard $13,799 FJR1300. If you're willing to ditch the ABS, the new Connie is almost a budget super sport-tourer at just under 13 grand. No doubt there will be many loyal Connie owners lined up outside dealerships to sample the new C14 regardless of its sticker price.

Any time there is an all-new model it is easy to get caught up in the hype, readers and journalists alike. We'll reserve our final analysis on the new Concours until we line it up next to the main contenders we've already mentioned, the formidable K12 and FJR, for a knock-down drag-out comparo. That 1352cc motor will attract many a rider like moths to the horsepower flame, but the real question regarding the Concours 14, and one we can't wait to answer, is where the new design stands amongst its Sport-Touring peers later this year. Stay tuned.

2008 Kawasaki Versys

2007-08-12T20:56:00.001-07:00

2008 Kawasaki Versys(TM) Specifications:

Engine Type: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649 cc
Bore & Stroke: 83.0 x 60.0 mm
Maximum Torque: 44.9 lb/ft @6,800 rpm

Compression Ratio: 10.6:1
Fuel Injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: 6-Speed
Final Drive: O-Ring Chain

Rake/Trail: 25°/4.3 in.
Front Suspension/Wheel Travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear Suspension/Wheel Travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front Tire Size: 120/70-17
Rear Tire Size: 160/60-17
Wheelbase: 55.7 in.

Front Brake Type: Dual 300mm petal discs with two-piston caliper
Rear Brake Type: Single 220mm petal disc with single-piston caliper
Fuel Tank Capacity: 5 gal.
Seat Height: 33.1
Dry Weight: 399 lb.
Color: Passion Red
Warranty: 12 months
Good Times Protection Plan: 24, 36 or 48 months
* Price and specifications subject to change

Kawasaki MotorGP

2007-08-12T06:57:00.000-07:00

(Kawasaki Racing Release) Shinya Nakano and Randy de Puniet were back in green at Phillip Island today, as the Kawasaki Racing Team unveiled the new 2006 Ninja ZX-RR livery during the opening day of a three-day test at the Australian circuit.

Having suffered tire problems during the race at Phillip Island three months ago, Shinya Nakano opted to run a new rear tire from Bridgestone - with positive results - while he worked on refining the set-up of his all-new Ninja ZX-RR to suit the characteristics of the fast and flowing Australian circuit.

The 27-year-old Japanese rider experienced chatter from the rear end of his Ninja ZX-RR during today's test, but is confident that this is a problem that can be eliminated by his crew overnight.

Nakano's fastest lap during the opening day of testing was an improvement on his best race lap at the Phillip Island circuit, and the Kawasaki rider is confident that there are more improvements to come over the next two days.

For Nakano's Kawasaki teammate, Randy de Puniet, today was his first experience of the Phillip Island circuit aboard the Ninja ZX-RR.

The 24-year-old Frenchman adapted quickly to the demands of wrestling a MotoGP bike around the twists and turns of the 4.448km Phillip Island track, but his attempts at a fast lap were hampered by the same chatter problems affecting his teammate.

A switch to his second bike for the afternoon session eliminated the chatter problem, and allowed de Puniet to close to within 0.6s of his more experienced Kawasaki teammate during his final ten laps.

Both Kawasaki riders will focus on important tire testing with Bridgestone over the course of the next two days.

Shinya Nakano: #56 - 1'31.8 (75 Laps)
"We tried different suspension and engine management settings on the bike, and we finished today with a good base setting on the bike. There is still a small problem with chattering from the rear, but we think this is caused by a combination of suspension settings and the rear tire, and we have some ideas on how to fix this for tomorrow. We had some problems with the right hand side of the tire during the race here last year, so today I tested a new rear tire from Bridgestone that was much improved. We had to push hard today to do as many laps as possible, because there is some concern about the weather; it changes so quickly here. Hopefully it will stay dry for the tire tests with Bridgestone over the next two days."

Randy de Puniet: #17 - 1'32.4 (101 Laps)
"This is a new circuit for me on the MotoGP bike, so today has been a steep learning curve again. I had some chatter problems for most of the day, which we're still working to sort out, but I switched to my second bike in the afternoon, and this felt a lot better. It was on this bike that I set my fastest lap of the day. I think we will continue with this bike tomorrow for the tire tests with Bridgestone. This is a very different circuit to Sepang, and I'm still adapting my style to suit aboard the Ninja ZX-RR, but I'm confident that my lap times will continue to improve over the remaining two days of testing."

Naoya Kaneko: Technical Manager
"Today has been mainly about finding a set-up on the 2006 Ninja ZX-RR machines to suit the characteristics of the Phillip Island circuit. Both riders suffered from a small amount of chatter, but this we can resolve with some changes to the suspension settings. Both riders have also tested revised engine management settings, again to try and find the best balance for the bike around Phillip Island, which is a circuit very different in character to Sepang. At the race here last year we had some tire issues, so the main focus of the test over the next two days will be to evaluate the many new tires that Bridgestone have brought to this test."

Kawasaki ZZR 1400

2007-08-12T06:49:00.000-07:00

Kawasaki KLE500

2007-08-12T06:46:00.000-07:00

Performance:
The Kawasaki KLE 500 Adventure Tourer is one of the top selling bikes of this style in Australia. On the in-house dyno when fitted with the Staintune produced a gain of 2 Hp which is perfect for this neat parallel twin 500. On road test the KLE 500 was much more responsive, it showed better all over improvement from the bottom end through mid range.

What about the noise:
The Twin Single Round Muffler develop a nice crisp deeper note then standard, the muffler uses the Staintune removable restrictor system which provides for 2 separate levels of sound.

Restrictors in: 91 dba @ 4150 rpm
Restrictors out: 95 dba @ 4150 rpm

The Single Muffler when fitted with the Staintune removable restrictor system is ADR compliant ~ That means legal…………

Weight savings:
The standard system is cumbersome and heavy at 6.2 Kilo’s while the Staintune system comes in at a very skinny 2.1 Kilo’s a huge saving of 4.1 Kilo’s.

Finish:
The Staintune system is a single ROUND muffler which has a sisaled finish.

2008 Polaris Sportsman 500 EFI X2 ATV

2007-08-12T06:41:00.000-07:00

Go from hauling gear to hauling passengers with the 2008 Polaris Sportsman 500 EFI X2 ATV. The versatile Sportsman 500 EFI X2 was built to go from work to play in a matter of seconds. Rugged and powerful, this Polaris ATV is driven by a four-stroke, electronic fuel injection 500-hp engine, which provides great performance and auto-adjusting for faster starts, crisper throttle responses and better fuel economy. Also new for 2008 is the active decent control, which works with the Sportsman's engine braking system, giving the driver optimum control when moving down hills and steep inclines. Base price of $7,999. Polaris.

2008 Kawasaki Brute Force 650 4x4i ATV

2007-08-12T06:39:00.000-07:00

It may be a plush ride, but that doesn’t mean the 2008 Kawasaki Brute Force 650 4x4i ATV isn’t as tough as its name implies. With a 90-degree, liquid-cooled, four-stroke powerplant, the Brute Force 650 4X4i can take on any challenge in both low-to-mid range and high rpm ranges. The 2008 model is lighter than ever, thanks to a new aluminum front exhaust pipe cover, two-piece center exhaust pipe cover and muffler cover.

For a smoother ride, this Kawasaki ATV’s shock absorber spring rates and initial preload settings for both front and rear are set for excellent ride comfort, and its chassis has an optimized caster angle for its front A-arms to provide light and responsive steering. Base price of $7,099. Kawasaki.

Kawasaki Vulcan 900

2007-08-12T06:36:00.000-07:00

kawasaki Vulcan 900 custom

In a fast sweeping left-right series of curves up a hill in the middle of Texas, a smile of satisfaction starts to creep up at the corners of my mouth as I finally understand what this bike is about. I’m really enjoying the roll-on torque coming from kawasaki’s new Vulcan 900 Custom. But more than that—I’m smiling because I get it.

A month ago, though, when I first got the invite, I didn’t really.

It seems, of late, whenever manufacturers want to show off their big cruisers, they go to Texas—the land where everything is claimed to be bigger. So when kawasaki announced the 900 Custom’s launch in Austin, my head tilted much like my dog's does when he hears something out of the ordinary.

Kawasaki Motobike Children's 16" BMX Bike

2007-08-12T02:00:00.000-07:00

Kawasaki Children's Moto Bike BMX Bike

This bike is a children's motocross fan's dream bike! What you are looking at is actually a 16" BMX bike complete with front suspension. The bike is outfitted with a Kawasaki Motocross bike type seat, fenders and tank design.

The cool design is not all! The motor that you see actually can make the sound of a real motocross bike. This is a bike a little owner will remember for years to come.

Full Specs:

* Frame: 16" Boys
* Fork: Double Clamp with working front suspension
* Crank Set: One Piece
* Brakes: Rear Coaster
* Tires: 16" x 2.25" BMX Knobby
* Handlebars: BMX Type Chrome Plated
* Saddle: Kawasaki Replica Saddle with Rear Fender

Included Extras:

* Front Number Plate
* Front Fender
* CPSC Reflector Kit
* Replica Motor
* Chainguard and Training Wheels

Kawasaki ZZR600 : 2006

2007-08-12T01:52:00.000-07:00

The ZZR®600 sets the standard for practical middleweight performance while offering class-leading comfort and cutting edge style. Well on its way to legend status, this modern sportbike has earned a healthy respect from the motorcycling public and finicky motojournalists alike, thanks to its excellent overall balance and scintillating performance.

The ZZR600 is powered by a 599cc, liquid-cooled, inline, four-cylinder engine with dual overhead cams and four valves per cylinder. Kawasaki’s Twin Ram Air Induction system, which features a leading-edge air scoop at the front of the bike’s fairing, forces cool air into the ZZR600’s airbox and then onto its four 36mm carburetors.

The carburetors also feature the Kawasaki Throttle Responsive Ignition Control (K-TRIC), which monitors the throttle position and adjusts ignition timing for the engine’s four spark-plug mounted ignition coils, maximizing the ZZR’s performance at every rpm.
The high-tech engine is matched to a close-ratio six-speed transmission, providing the ZZR600 rider with the best gear for any riding situation, whether it’s freeway droning or handling some back road twisties.
A lightweight aluminum perimeter frame provides the backbone of the ZZR600’s chassis, while suspension duties are handled by a fully adjustable 46mm cartridge-type front fork and fully adjustable UNI-TRAK® rear suspension.
Stopping power is provided by six-piston calipers gripping dual 300mm semi-floating front disc brakes, matched by a 220mm rear disc brake.

The ZZR600 is shod with high-performance radial tires mounted on 17-inch aluminum wheels. The 120/65ZR17 front and 180/55ZR17 rear tires provide maximum traction and help provide a smooth ride over bumpy surface streets and freeway expansion joints.

Kawasaki ZZR600 Specifications

* Engine: Four-stroke DOHC inline four, 16 valves
* Displacement: 599cc
* Starting: Electric
* Bore x stroke: 66.0 x 43.8mm
* Compression ratio: 12.8:1
* Cooling: Liquid
* Carburetion: (4) Mikuni BDSR 36R
* Ignition: Digital
* Transmission: Six speed
* Final drive: Chain
* Frame: Aluminum perimeter design
* Rake / trail: 23.5 degrees / 3.7 in.
* Front suspension / wheel travel: 46mm Cartridge Front Fork, fully adjustable / 4.7 in.
* Rear suspension / wheel travel: UNI-TRAK® rear linkage, 20-way compression and
* rebound damping, ride height adjustment / 5.3 in.
* Front tire: 120/65ZR17
* Rear tire: 180/55ZR17
* Front brakes: 300mm dual hydraulic disc with six-piston calipers
* Rear brake: 220mm hydraulic disc
* Overall length: 79.9 in.
* Overall width: 28.7 in.
* Overall height: 46.3 in.
* Seat height: 32.3 in.
* Ground clearance: 5.7 in.
* Dry weight: 377 lbs. (49-state model), 381.5 lbs. (Calif. model)
* Wheelbase: 55.1 in.
* Fuel capacity: 4.8 gal.

599cc Four-Cylinder DOHC Engine

* To decrease engine weight and improve heat transfer, the cylinders have linerless, electroplated aluminum bores
* The combustion chamber uses a pentroof/semi-hemi design with a higher compression ratio for more low-end torque and more power throughout the rev range
* The alternator, sump, cylinder head, clutch, and cam chain covers are magnesium to cut weight

Liquid Cooling

* The automatic fan is on the left side of the curved aluminum radiator to save space
* A liquid-cooled oil cooler helps keep the oil cool

Twin Ram Air Induction

* Large ducts for more air pressure, which increases high speed power
* The extended opening increases pressure in the system for excellent volumetric efficiency

Kawasaki Throttle Responsive Ignition Control (K-TRIC)

* K-TRIC monitors throttle position and engine rpm, and controls ignition advance for the best power, fuel economy and detonation resistance

Transistor Controlled Breakerless Ignition with Digital Advance

* A 16-bit central processing unit responds more quickly to engine needs
* Never needs adjustment
* The rotor has 12 projections to update the processor often

Spark Plug-Mounted Ignition Coils

* Four small ignition coils are in the spark plug caps to reduce overall weight, take up less room, and provide strong, consistent spark

Catalyzer

* To meet emissions limits and make even more power at the same time, all models have a pre-catalyzer in the pipe leading to the muffler
* California models also have a catalyzer in the muffler

Fully Adjustable 46mm Cartridge Front Fork

* Large 46mm fork tubes are extra rigid to improve handling performance on the street

Bottom-Link UNI-TRAK® Rear Suspension

* Extruded aluminum swingarm is lightweight and rigid
* Upper shock mount is threaded for ride height adjustment

Dual Semi-Floating Front Disc Brakes

* The six-piston opposed front brake calipers have differential size pistons and aggressive pad material for excellent feel and bite
* 300mm discus are 5mm thick to stand up to extreme use

220mm Rear Disc Brake

* Small overall diameter saves weight
* Lightweight, single-piston caliper produces quick, sure stops

Lightweight Aluminum Perimeter Frame

* Short wheelbase and steep head angle produce quick, responsive handling
* Rigid design provides good handling and durability

Electronic Instrumentation

* The speedometer includes a coolant temperature gauge, odometer, trip meter, and a clock
* The tachometer incorporates a coolant warning light

Comfortable Riding Position

* The handlebars are an easy reach, a nice flat seat gives comfort for long rides and wide mirrors reveal more than your shoulders
* The fairing and windscreen offer an easy ride with great protection from the elements

Kawasaki ZX-6R Ninja "Geometrik" Edition

2007-08-12T01:49:00.000-07:00

Who wants a Kawasaki ZX-6R Ninja "Geometrik" edition with triangular shaped wheels? Just imagine the ride... Unfortunately, no other information on this model was found. One more picture after the jump

source: gadget blog

KAWASAKI 2007 NINJA® ZX™-10R

2007-08-12T01:40:00.000-07:00

KAWASAKI’S 2007 NINJA® ZX™-10R

Racetrack performance with real-world stability

It didn’t take long for Kawasaki’s original Ninja® ZX™-10R sportbike to earn a reputation for dominating horsepower and excellent handling. The second generation ZX-10R continues that domination, featuring a racetrack-focused chassis and more horsepower than any other open-class supersport. Street riders and backroad enthusiasts will also appreciate the ZX-10R’s solid stability and predictable handling, thanks to its superb engineering.

With excellent mid-range power and a screaming top-end, the ZX-10R’s ability to accelerate out of corners is aided by its linear power delivery and enhanced traction provided by its long swingarm. This makes it easier for riders to capitalize on the ZX-10R’s horsepower advantage.

When arriving at the next corner faster than the competition, the rider needs brakes that are up to the task. Not only does the ZX-10R offer impressive stopping power from its dual floating 300mm petal discs, radial-mount four-pad/four-piston calipers and radial-pump master cylinder; it also provides precise modulation and a consistent feel at the brake lever.

The ZX-10R features an adjustable, race-spec, twin-tube, Öhlins steering damper with relief valve. The twin-tube damper uses the second tube like a reservoir tank to help ensure consistent performance under demanding race conditions.

At its core, the Ninja ZX-10R is a motorcycle built for the accomplished rider who can fully appreciate its capabilities—whether put to the test at a racetrack, or merely the focus of bench-racing conversation. It is, by all standards, the embodiment of the ultimate superbike.

BMW HP2

2007-08-05T19:00:00.000-07:00

A dream of many Boxer fans is coming true: BMW Motorcycles has presented a truly uncompromising, sporting and exceptionally light enduro - the new BMW HP2, a Boxer built for the off-road enthusiast and the most demanding tracks in the world.

Purist, but nevertheless stylish and perfectly equipped with the finest, carefully considered features, the BMW HP2 has everything it takes for unrestricted riding pleasure off the beaten track and is perfect as the "basic" machine for amateur enduro motorsport.

More than any other motorcycle, the HP2 capitalizes in full on rough terrain on the benefits of the Boxer concept with its low centre of gravity. But at the same time the HP2, with its almost playful handling, low weight, and high-performance power unit, offers supreme riding pleasure also on the road. So considering the many options it offers the rider, the HP2 is the most powerful and by far the best off-road Boxer of all times.

BMW HP2 - Front View

This brand-new model from BMW Motorcycles was developed by a small but highly dedicated team of specialists, engineers and mechanics fully committed to the Boxer and also dedicated in their private lives to off-road motorsport, working beyond the usual processes of series development under the simple and straightforward motto that "only an enthusiastic professional can offer another enthusiastic professional what he really wants".

In technical terms the BMW HP2 is based on the R 1200 GS. But tailored in every respect to the needs and preferences of the ambitious enduro rider, the HP2 is a completely independent, truly exceptional motorcycle.

The all-new lightweight suspension is based on ample experience gained by BMW in marathon rallies, with an air/spring/damper system on the rear wheel proudly entering the world of motorcycling as a world-first achievement. The engine itself has been optimized for minimum weight and the entire drivetrain laid out specifically for off-road use.

Consistent lightweight engineering was indeed the name of the game with all the components of the new HP2. As a result, overall weight of the motorcycle in road trim remains below the 200-kilo "sound barrier", with curb weight according to the DIN standard of 195 kg or 430 lb. Dry weight, in turn, is a mere 175 kilos or 386 lb.

In conjunction with the new machine's perfect ergonomics, this guarantees supreme agility and easy control even on the toughest terrain.

And combined with the low centre of gravity of the Boxer engine, unparalleled smoothness and powerful acceleration from the lowest engine speeds, as well as the motorcycle's excellent balance, the HP2 is in many cases superior to even the toughest single-cylinder competitors on difficult, slow trial tracks. The superior performance and riding stability of an enduro Boxer on fast sections of off-road terrain, in turn, are obviously beyond the slightest doubt.

To highlight the sporting enduro qualities of the new HP2, BMW Motorcycles supports and manages a private racing team which will be entering the HP2 in various off-road events such as the German Cross Country Championship (GCC).

And the rider starring in the BMW Motorcycles team for the GCC will be last year's winner of precisely this series, Finnish motorcycle crack Simo Kirssi. Outside of Germany, the HP2 will be entering both the Baja 500 and the Baja 1000 in California, and there are plans to participate in the prologue of the Erzberg Race in Austria. BMW Motorcycles is supporting private teams in these cases with the right kind of service, and naturally provides the motorcycles themselves.

BMW F800

2007-08-05T04:52:00.000-07:00

By Dave Abrahams

BMW's F800 set out to be all things to all riders; it was designed to be an entry-level bike for born-again riders, a competent midweight sports tourer and a workable everyday commuter. But most of all it was supposed to have that flat, slightly soulless, all-round competence that typifies the children of the Blue Propeller.

Well, BMW got it wrong; somewhere along the way Spandau's first parallel twin morphed into a quirky bike with a distinct and rather abrasive personality and more than a few rough edges – a tsotsi of a motorcycle with a definite hooligan streak and almost enough performance to back it up

The F800's engine is, of course, built by Austrian specialist Rotax.

For, under that severely styled, angular BMW corporate clothing, beats a somewhat uncouth Austrian heart that likes nothing better than to get out there and boogie.

The F800's engine is, of course, built by Austrian specialist Rotax. It's a tall, slab-sided lump with a deep, DOHC cylinder head and a semi-dry sump, running a third con-rod and a hefty balance weight in opposition to the two pistons in an attempt to cancel out the off-beat vibrations all parallel twin suffer from.

It works, too. The engine runs turbine-smooth up to its torque peak at 5800 though beyond that some quite harsh secondary vibration makes itself felt through the footpegs and frame (the handlebars are damped by hefty end-weights), particularly on overrun.

Nevertheless, it likes to rev and runs willingly up to the red line at 8500rpm in the lower gears

The bike's progress in traffic is a series of inelegant jerks
. In performance testing the bike went up to 180km/h with commendable alacrity but I had to get down behind the little sports screen and wait for more.

After using most of my six-kilometre straight the F800 S topped out at 219km/h with the rev-counter needle hovering right on the power peak at 8000rpm, as if to demonstrate that BMW got the gearing absolutely right.

Even then it was burning only 6.5 litres/100km, thanks to fuel-injectors set very lean to meet EU emission legislation. At low speeds, however, that leanness translates to a very sudden transition from trailing throttle to power on and the bike's progress in traffic is a series of inelegant jerks - no matter how gentle the rider's throttle hand.

This failing, typical of Bosch fuel-injection systems, is exacerbated by a grabby clutch and an astonishingly vocal gearbox – even by BMW standards. Even the damping effect of the toothed-belt final drive can't iron out the excessive transmission lash.

Upshifts are relatively civilised with a short, crisp lever throw. The gearbox even seems to prefer them without benefit of clutch but downshifts are way too positive as the dogs engage with an all-too-audible "clunk" that's felt through the frame as much as heard.

All of which adds up to a drive train that cruises smoothly on the open road at up to 140km/h but is buzzy beyond that - and rough to the point of crudeness around town. Yet, after a week of living with the F800 S, I came to appreciate its honesty and willingness to work.

Unsophisticated running gear

The running gear is also surprisingly unsophisticated by modern standards, especially BMW standards. The front wheel runs in 43mm conventional forks devoid of any adjustment while the single-sided swing-arm is pivoted on the back of the gearbox, like a Ducati, and modulated by an offset hydraulic damper adjustable for pre-load and rebound damping only.

It's all held together by a simple, twin-spar aluminium frame but the set-up works magnificently. The bike's suspension and road-holding are its best features and the F800 S went over my bumpy test track at a steady 90km/h without shaking its head or bouncing either wheel off the road - and was as comfortable as an enduro bike doing it.

Yet it would settle into long fast bends or dive into short, tight turns like a stiff-legged race replica, braking hard into corners without nose-diving excessively. Braking is firm and progressive, courtesy of Brembo at each end, with anti-lock brakes as an option (R5200 extra, bundled with heatable grips).

Throw it around

There's more than enough cornering clearance without radical footpeg bracketry thanks to the narrow engine. Keep the revs up and you can throw this surprisingly sporty street bike around like a track-day special.

The seat is a little high at 820mm (a 790mm seat is available for the vertically challenged) and the bars a little too wide – you sit with your hands a little further apart than your shoulders which can be wearying - but that gives plenty of leverage for hard turning.

As always with BMW, the upholstered bits are perfectly shaped and luxuriously padded. I was more comfortable, for longer, on the F800 S than I expected. It's possible to fit the panniers BMW offers for the F800's touring sister the ST to the more sporting S and that mightn't be a bad idea - it's comfortable enough to make a viable tourer.

BMW's F800 S turned out to be something of a surprise package with a barely-civilised drive train in a remarkably capable chassis - and a whole lot more character than I expected.

If you're not into ultra-smooth, four-cylinder glitzbikes and prefer machines with fewer cylinders and more soul, this might just be the alternative twin for you.

Test bike from Atlantic Motorrad, Cape Town.

BMW K1200GT

2007-07-31T04:33:00.000-07:00

The K1200 GT is a luxury long distance tourer that can wheelie and scratch with sportsbikes. Not many motorcycles can stake that claim, and the Gran Turismo sets the new benchmark.
Pushing the K12's hefty 285kg mass is a respectable enough 130bhp, but it's the 86 ft./lbs torque that gives it the get up and go. The K1200 GT will touch on a top end of a GPS-confirmed 153 mph. The huge fairing and heated grips keep the weather at bay for a turbulence free ride, even when chasing the 155mph limiter.
The EVO braking system is unusual but it was quickly agreed that they were perfect for this bike, improving stopping performance dramatically. Both brakes are servo-assisted for power and when the front lever is applied a linkage automatically engages the rear brake as well.
As far as rider friendliness is concerned the K1200 GT is astounding. For sportier riders the adjustable foot pegs can be raised for better ground clearance which involves a two-minute process a monkey could complete without a snag. The seat height is also two-way adjustable and the windscreen position as electrically adjustable, a la FJR1300.
An optional cruise control system is available, but on most roads you'll be busy riding this bike as opposed to driving it, so save that option for the cars. Optional satellite navigation system tuned specifically for motorcycles.

BMW F 800 ST

2007-07-31T04:26:00.000-07:00

This middleweight definitely goes the distance.

The "twisties" are yours to devour anywhere in the country aboard the new 85 bhp F 800 ST, which is the touring version of the lithe new F 800. With a full fairing, high windshield and touring oriented ergonomics with raised handlebars, bombing down any road you choose is as comfortable as it is thrilling. Two 320 mm diameter front brake disk and Brembo four piston hydraulic calipers, and with optional ABS every ride stopping power is guaranteed. Add optional touring cases and heated grips and you've got a bike that is fast, flickable, and above extraordinarily capable. No matter where you want to ride, the sharp-handling F 800 ST gets you there, mile after mile.