BIKES4US: April 2009

Sunday, April 26, 2009

Raging Buell: The supercharged Lazareth XB12S custom

Lazareth's supercharged Buell XB12S

The stock bike has about 100bhp, so with the supercharger (taken from a Mini Cooper S), the Laz should have at least 125 horses!

Earlier this year, we had posted pics of the very cool Lazareth Dokujya, fitted with a supercharged Honda VTR1000 engine, single-sided swingarm and single-sided front fork. Now, Lazareth are ready with their next special – the supercharged Buell XB12S, which was shown at the recent Paris Bike Show.

While the chassis remains stock, the Buell XB12S’s 100bhp v-twin has been supercharged, so now it probably makes around 125bhp. The bike also gets a single-sided swingarm and single-sided front fork with adjustable steering head angle, so riders can tune handling characteristics to suit their individual riding style. Lazareth are also, reportedly, looking at experimenting with electronic suspension adjustment systems in the near future.

For more pics and details, visit the Lazareth website here.

Some other examples of Lazareth's brilliant work...

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2009 Buell 1125CR riding impression

The 2009 Buell 1125CR. It's an absolute blast...

MotorBox recently had the opportunity to test ride the new Buell 1125CR. Here are some excerpts from what they have to say about the machine:

Erik Buell always dreamt of getting his hands on a high-performance engine – something significantly more powerful than air-cooled Harley v-twins – because such an engine would unlock the true potential of Buell motorcycles. And with the liquid-cooled Rotax Helicon v-twin, which produces 146bhp at 9,800rpm and 111Nm of torque at 8,000rpm, that dream has come true…

The 1125CR’s Rotax mill, the same engine that’s also used on the 1125R, gets a freshly tweaked fuel-injection system for better low-rpm power delivery and reduced fuel consumption. The cooling system has also been fettled for better heat dissipation, and those who ride 1125CR now needn’t have their legs roasted.

The 2009 Buell 1125CR’s gearing has been altered for better low-rev acceleration, at the expense of a small loss in top speed – a step in the right direction. The swingarm is now 5mm longer, and is supposed to offer better high-speed stability.

It certainly won't beat litre-class repli-racers around a racetrack, but on the street, for having a few laughs, the Buell 1125CR is pretty cool...

The 1125CR’s chunky, muscular styling oozes testosterone, but this certainly isn’t a beautiful looking bike. The riding position reminds you of older Ducati Monsters, the spacious saddle lets you move around a bit till you find a position that’s comfortable for you, and the clutch and brake levers are adjustable.

On the move, the Buell 1125CR feels unexpectedly docile. At least in the beginning. But open up that throttle and you feel a direct connection between the accelerator and the rear wheel. And the six-speed gearbox is quiet, precise and quick.

The 1125CR can be hustled around corners pretty quickly. The bike’s aluminum perimeter frame, which also doubles as a fuel tank, mated to a 47mm USD fork at the front and monoshock at the back, works well. The Pirelli Diablo Corsa III tyres are excellent, and the 375mm single brake disc at the front, with its eight-piston calipers, is quite capable of hauling up the Buell in a hurry.

With its rather extreme steering geometry, the 1125CR is very agile and changes direction in a snap. But the surprising bit is that it also manages to remain stable at elevated speeds and remains planted in high-speed corners. The suspension, however, may benefit from some recalibration – the bike tends to hop around a bit when the roads get rough.

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The X Factor: 2009 Buell Lightning CityX XB9SX

The Buell Lightning CityX XB9SX. That's a lot of X...

Pics: Buell

The first thing about the Buell CityX XB9SX that strikes us is that… it has too many Xs in its name! The Honda CBR1100XX Super Blackbird settled for two, but the Buell goes one further with three. Someone at Buell is obsessed with X…

Anyway, the Buell Lightning CityX XB9SX is now available in a new, all-black paintjob, with blue and cherry-red being the other colour available for 2009. The engine is the same air-cooled, fuel-injected 948cc v-twin as before, that makes 80 horsepower at 7,500rpm and 79Nm of torque at 4,500 revs.

The usual Buell bits are all there – Intuitive Response Chassis (IRC) that’s made of aluminium, Zero Torsional Load (ZTL) braking system that comprises a single 375mm rotor mounted to the front wheel’s perimeter, with six-piston callipers, fully adjustable 43mm Showa USD fork and fully adjustable monoshock, underslung exhaust for mass centralisation, six-spoke 17-inch cast aluminium wheels shod with Pirelli Scorpion Sync tyres, and belt drive which, according to Buell, never needs replacing, maintenance or adjustments of any kind.

The CityX XB9SX weighs 177kg dry and with its upright seating position and wide, flat handlebars, the bike is ideal for street riding. At around US$8,900 this bike probably isn’t for those whose idea of ‘performance’ is a CBR600RR or a GSX-R750, but Buell fans should love it...

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2009 Yamaha V-Max: Specs, first official pics and video

With its 200bhp V4, the 2009 V-Max should be quite all right...

The first Yamaha V-Max came out in 1985, when Yamaha took a 1,198cc, 140bhp V4 and made a big, bad, bruiser-cruiser out of it. Now, more than twenty years on, Mr Max is back in his new avatar – the 2009 Yamaha V-Max. We’ve already shown you the first ‘leaked’ pics of this bike last week, and now we have the full spec on the new V-Max from Yamaha.

Yamaha say the primary goals for the V-Max project team were awesome acceleration and strong engine performance, precise and sharp handling, unique styling and Euro III compliance. The result is a 310-kilo motorcycle fitted with a 1,697cc V4 that makes 200 horsepower at 9,000rpm and 166.8Nm of torque at 6,500rpm.

The new V-Max is loaded with electronics. There’s Yamaha’s GENICH technology for starters. That’s Genesis in Electronic engineering aimed at New, Innovative Control technology based on Human sensibilities. Er, yeah… well. Moving on, there’s also Yamaha Chip Controlled Intake (YCC-I) and Yamaha Chip Controlled Throttle (YCC-T), which play a key role in extracting 200bhp from that 65-degree V4.

Mr Max rides on 18-inch wheels, and rear tyre size is a truly manly 200/50 R18. The chassis is an all-new ‘diamond-type’ unit made of aluminium. It’s a strong, lightweight structure that’s made of gravity-cast, CF die-cast and extruded aluminium sections. The design incorporates gravity-cast components for the main frame and pivot assembly, while the rear frame is made from a range of Yamaha’s exclusive CF die-cast parts and extruded parts which are welded together.

This combination of different types of aluminium, each with a different rigidity level, is one of the major factors in achieving the overall desired balance of rigidity. And to enhance that balance even further, the V4 engine is incorporated as a stressed member – using cast-iron mounts at the front, the centre of the V bank, and at the top and bottom of the crankcase.

Now that Mr Max is back, other super-nakeds must be shivering in their boots

The V-Max’s front fork has 52mm downtubes, and their oxidized titanium coating ensures better surface hardness and stiction-free operation. The fork is fully adjustable for preload, as well as rebound and compression damping. Rear suspension is link-type Monocross, with the rear shock being fully adjustable for preload, and compression and rebound damping. All settings are remote adjustable.

Front brakes are dual 320mm wave-type discs, gripped by radial-mount 6-piston calipers. Rear brake is a 298mm wave-type disc gripped by a pin-slide type single-piston caliper. The V-Max also gets Yamaha’s latest linear-controlled ABS system, which prevents wheels from locking up under hard braking and provides consistent braking over all types of road surfaces.

The 2009 Yamaha V-Max is limited to an electronically governed 220km/h top speed, though we’re sure aftermarket experts will have something to say about that. And, of course, after you’ve unlocked the full potential of that 200bhp V4, there’ll be the turbos and the superchargers and the NOS systems…

The V-Max will cost about US$18,000 and only 2,500 units of the bike will be made this year. For more details, and to order your own V-Max, visit the official website here

The 2009 Yamaha V-Max promo video!

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Suzuki Crosscage: Riding the future...

The fuel cell-powered Suzuki Crosscage. Someday, we may all be riding bikes like this...

Pics: Motociclismo

Electric vehicles and fuel cell-powered motorcycles – that’s one vision of what the future’s probably coming to. And Suzuki are already off the block, with the hydrogen fuel cell-powered Crosscage. That’s right, within a year or two the Crosscage may be the first hydrogen fuel cell production motorcycle to come out of Japan, or indeed, anywhere else.

With its hydrogen fuel cell powerplant developed by British company Intelligent Energy, the Suzuki Crosscage is not production ready yet, but prototypes are already being tested in Japan, where, apparently, some journalists recently had a chance to take the bike out for a spin.

The Crosscage features an X-shaped chassis made of aluminium and steel, and instead of your usual petrol engine, there’s a fuel cell, hydrogen tank and lithium ion battery that provide propulsion here. According to a first ride report on Motociclismo, the bike weighs about 140 kilos, and with the equivalent of about 8 horsepower from its fuel cell, the Crosscage’s performance is said to be similar to that of a conventional 125cc machine.

The ’Cage rides on 17-inch wheels and feels very slim and agile on the move. Of course, the most striking thing about the Crosscage is the absolute lack of mechanical noise when the bike is running…

The Suzuki Crosscage features fully digital instrumentation, single-side front and rear suspension, single 265mm brake discs on both wheels, and… er, LEDs attached to the wheel spokes. Range is 200km, after which the bike has to be filled up with hydrogen… or recharged with electricity, or whatever.

Will the Suzuki Crosscage take over from the Suzuki GSX-R1000 someday? We hope that never happens. But if it ever does, you’ll be reading about it on Faster and Faster…

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Sunday, April 19, 2009

Harley Cool: Violator Motorcycles

Got tons of money and don't like GSX-Rs? Violator will build the right bike for you

The Netherlands-based Violator Motorcycles are earning something of a reputation for themselves when it comes to hand-built custom bikes. If low-rider frames, single-sided swingarms, low seat heights, 200-horsepower Harley-Davidson engines and trick exhausts sound good, take a closer look at their machines on the company website here. But remember, prices start at US$60,000…

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Honda DN-01: Riding the scooter-motorcycle hybrid

The Honda DN-01. We really do hope this isn't the future of motorcycling...

It barely looks like a motorcycle at all, and while the DN-01 may be Honda’s vision of what motorcycles will become, it most certainly isn’t ours. Still, just how good (or not…) is this scooter-motorcycle hybrid when it comes to the actual riding part? The men at Motociclismo recently had a go, and here’s what they had to say about the Honda DN-01:

A few weeks ago, we said the CB1000R seemed to have been taken from a comic strip. Now, with the DN-01, we have a machine that far exceeds anything that can be said about Honda’s other bikes. The DN-01 is not just different – it’s created an altogether new category of motorcycle.

In theory, it may be easy to mix a scooter with a cruiser-type motorcycle. In practice, it can be difficult. Still, if there’s one company that could have pulled off something like the DN-01, it is Honda. Everyone who sees this bike has something to say about it – beautiful, futuristic, rare or whatever else – but nobody can ignore it.

The DN-01 is fitted with Honda’s 680cc v-twin, which is also used in the Deauville and the XL700V Transalp. But the DN-01 uses a new type of automatic transmission, which Honda have labeled HFT – Human Friendly Transmission. And while the engineering behind this is complex, what really matters is that in the real world, it works perfectly. The steel tube cradle-type chassis is quite conventional and works well, the suspension is an equally conventional fork/monoshock setup and the DN-01 comes with Honda’s latest anti-lock brakes.

If there's one company that could have pulled off something like the DN-01, it's Honda. And they have

With the swept-back handlebars and low seat, the riding position is like that of a normal cruiser. On paper, the DN-01 is a long and heavy bike, but its dynamic qualities are actually very good. The bike is stable at low speeds and remains that way at higher speeds. The only limitation, during high-speed cornering, is that the DN-01 runs out of ground clearance too soon…

The 680cc Honda v-twin is delightful, offering linear power delivery and no vibration. The HFT can be used a full automatic – you can choose the ‘Sports’ mode if you’re so inclined – or it can be used as a six-speed manual, with clutch-less shifting. Either way, it works extremely well.

Motorcycle or scooter? You decide. But there’s no denying the fact that the DN-01 is a revolutionary piece of work from Honda. The bike will be available in Honda showrooms from the first week of August...

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MotoGP: LCR Honda, Playboy get together for 2009

Playboy comes to MotoGP, with LCR Honda. Yes!

Pics: LCR Honda

This year, the LCR Honda MotoGP team is really coming out to play. Boy! The satellite Honda team will start the 2009 season with a new title sponsor – Playboy.

‘Playboy Italy has positively assessed the project and confirmed the sponsorship for the early stage of the season, linking it to their activities in the view of re-launching the magazine in Italy. Currently, there are further ongoing negotiations with licensees in more countries, who have been presented with our ‘projects by event’ concept, which does not imply any millionaire investments,’ says LCR Honda team boss, Lucio Cecchinello.

Cecchinello also believes that Randy De Puniet, who’s riding for LCR Honda again this year, will have more competitive machinery this time. ‘It’s clear that 2007 and 2008 for the independent teams were not easy years. Since the 800cc class made its appearance, it has become harder than ever to compete with the factory teams. Now we are approaching a phase where the factories can even supply the satellite teams with the state-of-the-art technologies and this will make us more competitive,’ he says.

‘Honda, in particular, has really made a big effort for 2009 by giving us the same engines as the ones they use, featuring pneumatic valve technology and all the relevant managing software. Now it’s up to us, working hard with Randy to be ready to battle and, where possible, challenge the factory riders,’ says Cecchinello.

‘The first impression I got from the bike was very positive. The engine is more competitive compared to last year’s, especially as far as its maximum speed is concerned,’ says De Puniet. ‘Last year wasn’t as easy and we didn’t achieve the results we were hoping for, therefore I trust this season to be the best with the LCR Team. I believe our potential is higher this year and I’m very confident,’ he adds.

Indeed, with the Playboy bunnies cheering him on this year, who knows, De Puniet may even score a podium or three in 2009. We wish him all the best. And, Playboy, welcome to MotoGP - the greatest, grandest sport on earth…

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Saturday, April 18, 2009

Suzuki Burgman 400 Sport Concept: The maddest, wildest, coolest scooter ever!

The Suzuki Burgman 400 Sport Concept. Cooler than an Eskimo supermodel prancing around in only her underpants in the middle of winter in Iceland...

Take an ordinary Suzuki scooter, with a 35bhp single-cylinder 400cc engine, continuously variable transmission and 200 kilo dry weight. Doesn’t sound like these may be the basic ingredients for the wildest scooter ever, eh?

And yet, beneath the fancy paintwork, that’s exactly what the Suzuki Burgman 400 Sport Concept is – a normal scooter with firmed-up and lowered suspension, uprated brakes, stickier tyres and GSX-R-style graphics. And we are absolutely, totally, completely, truly, deeply and madly in love with it. Sure, go ahead, laugh at us. We don’t care. We WANT this scooter. Please, Suzuki, do build this one. Please, please…

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Thursday, April 16, 2009

2009 Hyosung GT650R

2009 Hyosung GT650R

• 2009 Hyosung GT650R

2009 Hyosung GT650R

Soul mate.

Cutting edge chassis, superb brakes, excellent stability and pinpoint accuracy: welcome to the high-performance division of Hyosung.

A motorcycle that begs to be ridden the long way home.

Features & Benefits

The 2 Stage Projection Beam Head Lamp is not only functional for great visibility but is also distinctive in styling and make the GT650R Highly Recongnizable.

VFD (Vacuum Fluorescent Display) DIGITAL SPEEDOMETER employed only in deluxe automobile is applied for the first time in the world, securing grace and dignity of the big displacement bike.

FOOT POSITION is employed that 4 steps control is available according to body figure.

Employ engine that takes serious views on torque, low and medium speeds for sports-like cruise.

DOUBLE DISK BRAKE & Optimal suspension for High speed Driving Safety

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Monday, April 13, 2009

MV Agusta Brutale 1078RR declared most beautiful bike at EICMA

The 2008 Brutale 1078RR. Beautiful!

And if the standard Brutale 1078RR is not enough, here are some tarted-up variants...

Looks like even after all these years, Massimo Tamburini’s work is still hard to beat. Designed by Tamburini and first seen back in 2001, the MV Agusta Brutale is still winning beauty contests in 2007. At this year’s EICMA show in Milan, Motociclismo magazine asked visitors to vote for the bike which they thought was the most beautiful, and the 2008 Brutale 1078RR won, with 25.7 percent of visitors voting in its favour. The Ducati Monster 696 came in second with 15.2 percent votes, while the BMW HP2 Sport was in third place, with 9.2 percent votes.

The Brutale 1078RR Challenge. Get ready to race!

The Brutale 1078RR will go on sale early next year, along with its siblings, the Brutale 989R and the 910S. With 154 bhp from its inline-four, the 1078RR is the most powerful naked bike MV have ever built. Which is probably why there is an MV Agusta Brutale race series planned for 2008. Called the ‘Brutale Challenge,’ this will be a six-race, one-make series, with up to 36 riders in the fray. Want to take part? Download the Brutale Challenge registration form (PDF format) here. (Note: The form is in Italian. We could not find an English version.)

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Sunday, April 26, 2009

Sunday, April 19, 2009

Saturday, April 18, 2009

Thursday, April 16, 2009

Monday, April 13, 2009

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