Saturday, February 28, 2009

Big Bear Choppers


Big Bear Choppers Reviews

With roots that date back to 1994, and even earlier when owner Kevin Alsop was home in his native Australia, Big Bear Choppers began in earnest in 1997 when Alsop and his wife Mona opened shop in Big Bear Lake, Calif. Today, Big Bear Choppers is a world recognized custom motorcycle manufacturer, with Kevin the brainchild of designs, components and direction, and Mona in charge of day to day operations of this family oriented business.

2009 Big Bear Choppers Dealer Summit

Exceeding Expectations

By Fonzie, Jul. 29, 2008, Photography by Fonzie
Sister city to Abtenau, Salzburg, Austria is Southern California’s Big Bear Lake, just a 2.5-hour drive from Hollywood. I’ve seen this mountain community receive more than its share of California fires yet it continues to grow. Now it’s got a world-famous bike-building company on its chamber of commerce roster: Big Bear Choppers.

Tiny as BBC might be in the overall motorcycling industry, its 62 employees produce a surprising amount of models and units from its single warehouse on the shores of Big Bear Lake. It fights for market share among the boutique manufacturers like Big Dog and Intrepid, which are a step above the one-off type of builders but well below the scale of a Victory or Harley-Davidson. With retail prices that range from $25,000 to northward of $35K, a BBC bike isn’t cheap, but the company notes that its prices are very competitive with its rivals.

The name says it all.

The name says it all.

BBC and S&S co-designed the X-Wedge motor boasting 97 horsepower and 113 ft-lbs of torque.

BBC and S&S co-designed the X-Wedge motor boasting 97 horsepower and 113 ft-lbs of torque.

BBC believes it succeeds with its build-to-order production process, kicking the ass of the mass-customization process used by the other manufacturers in the class. Building bikes against a forecast of buying trends can kill a company. With the recent slump in consumer spending, BBC’s build-to-order philosophy is keeping the manufacturer alive and well. “It’s all about process,” states co-founder Kevin Alsop.

BBC intends to exceed the expectations of its buyers with attention to detail and impressive build quality. The company employs a pair of riders to put 1000 miles a week on the bikes with the intent to break them, assuring the quality necessary to offer a two-year/20,000-mile factory warranty. That kind of hands-on experience exemplifies its mantra: “The Revolution of the American Motorcycle.”

Nipping it in the Bud

I know you guys will think I’m crazy, stupid or both, but I just love these kinds of motorcycles. Like the “interwebs,” choppers are a fad that’s likely here to stay. Some of you will balk at the ground clearance or the steering radius, but be real. Being a premiere builder of one type of machine doesn’t mean their product has to hold up to all possible standards everywhere. BBC doesn’t make track bikes. Have you ever seen a Lamborghini on a jeep trail? I think not. Yet you would love the brand and not complain when you couldn’t drive over a curb in one because we all know the proper application for such a vehicle. When you think before you speak, you’ll come to understand, and maybe even accept, the chopper way of life. I’ll exit the pulpit now and give you a little tour of the BBC plant and its model lineup.

“The Latest and Greatest Shit” –Kevin Alsop, BBC co-founder

BBC started with very humble beginnings, following the typical American dream of making it big in America: Keep doing what you love and you will succeed. Build the company with intelligent planning, live within your means, and you’ll enjoy a recipe for success. Big Bear Choppers has been building that strong foundation for more than 10 years.

BBC’s custom bikes are hand-built, made in America and damn proud machines. Constructed entirely on location near Big Bear Lake, with the latest and greatest of components, BBC manufactures nearly 70% of the parts for all the bikes it sells, making almost everything but the tires and the motor. The remaining 30% is filled with top-quality names such as Brembo, Wire-plus, Baker, Drag Specialties, Avon and Michelin.

And even the engine is something BBC may soon have its name on. Despite the success of the BBC co-designed 2010 EPA-compliant S&S X-Wedge motor, delivering just shy of 100 horsepower and 115 ft-lbs of torque from its 56-degree Vee configuration and three camshafts, BBC is in the process of designing its very own S&S engine, a counterbalanced 45-degree V-Twin with a single cam that uses matching X-Wedge bolt patterns. No timeframe given, though.

The Devil's Advocate 2Up in action.

The Devil's Advocate 2Up in action.

Not only are BBC’s X-Wedge motors 100% emissions-compliant in all 50 states, so are the S&S engines in BBC’s EVO choppers, in both fuel-injected and carbureted forms, as well as meeting the Euro 3 standards.

Popularity is growing and the want for a BB chopper is going global – it’s now selling choppers worldwide with dealers stretching from Canada to Australia. And although sales have slowed down as they have for every OEM, the Build-to-Order process is helping to “save their asses,” according to Kevin Alsop. Instead of having hundreds of unsold stock sitting around showrooms, it has only 230 ’08 bikes left on the shelf through its 65 U.S. dealers. Having less overhead lends itself to more buoyancy in a sinking and confused marketplace – it’s what they call lean manufacturing. Building for the market as it shifts is just smart business. Last year BBC produced 700 bikes; this year it is on track to sell 650, with many more buyers on the hook. BBC knows its market well, and it serves it with one chopper at a time.

“Overseas came to us,” says BBC’s head honcho. And so Alsop and his company build to suit the market, being very hands-on and capable. For example, it produces a Venom chopper that complies with the maximum-length restriction for motorcycles sold in China. Alsop credits the global interest in BBC on the biker build-offs that are now circulating the world on television.

In the Saddle

Between the rain showers (yes, it can rain in California), the technical briefings and a factory tour, I did manage to get a few miles on a few models from BBC’s vast selection. With 17 frame jigs, the company has 15 models available, so there’s bound to be a frame that fits your body type and liking.

Of the nine models available to us to ride this weekend, I had the opportunity to sample only four of them in the few hours I had to ride. I got my paws on the new-for-2009 faired GTX, The Devil’s Advocate 2Up and the best-selling Sled Pro Street. Plus a model for the future, something that Big Bear calls the Super Sport. They’re way ahead of the curve with this bike!

Not quite able to give you full riding impressions, having ridden maybe 10 miles on each of these bikes, I can however give you a few thoughts about each bike.

Devil’s Advocate 2Up

BBC’s Devil’s Advocate 2Up

BBC’s Devil’s Advocate 2Up

My first ride of the day put me on this raked-out 83-inch wheelbase chopper, and it felt tall at first, as it takes awhile to get comfortable with stretched-out rakes like on this bike. It’s been 10 years since I’d ridden my chopped-and-sprung BSA, but it came back to me quickly. This 100-cubic-inch Smooth-brand EFI motor and 6-speed RSD (Right Side Drive) tranny pushes the 90mm x 21-inch front and 280mm x 18-inch rear tires with ease. Smooth and steady, not one inkling of wobble when countersteered through the turns thanks to an industry-leading quarter-inch wall tube steel backbone frame, and it rides that way. Soild. All of the BBC frames use 1.5-inch steel tubing with 0.250-inch wall thickness for the backbone, with 1.125-inch, 0.160-inch wall tube for the rest of the frame; strong enough to carry you and the hefty lifetime frame warranty for years to come.

On my short run, I felt the bars could be a bit wider, adding more leverage for pushing the fork around, although the grips might then be out of reach for short-armed riders in the parking lot. The ‘09 version is said to be slightly de-raked compared to the current ‘08 model, by the way. It exceeded my expectations right out of the gate.

The MSRP of the Devil's Advocate line starts around $32,000.

Sled Pro Street

The Sled Pro Street in action.

The Sled Pro Street in action.

Flipping over the bad-boy coin, I then dropped my ass on one of the lowest saddles I could find. The Sled Pro Street has a seat height of just 20 inches. With bars that feel as if they’re dipping below my waistline and coming back up to meet my hands, the bike stretched out before me handled even better on the road than the Devil’s Advocate.

Although the turning radius was less, I love the low and long style with the open primary drive and the Ducati-like dry clutch sounds entertaining me at the traffic signals. When in motion the whooshing primary belt did the same. In the saddle the Sled was more forgiving than the hardened saddle of the DA thanks to the hovering tail end of the saddle. The bike’s handling was unbelievably balanced.

The Sled comes in a few configurations, including either the co-designed BBC/S&S 100 SMOOTH™ Evolution motor (EFI or carbed) or the 114-inc BBC/S&S X-Wedge EFI. The Smooth model boasts 95 horsepower and 110 ft/lbs of torque. MSRP runs between $30,900 and $35,400 depending on the configuration.

GTX and Super Sport

The BBC GTX uses the S&S X-Wedge motor. Note how the passenger seat is located forward of the rear wheel.

The BBC GTX uses the S&S X-Wedge motor. Note how the passenger seat is located forward of the rear wheel.


On our second ride around the lake, we took the 2009 faired GTX and the 2011 Super Sport. Both of these models carried the BBC-S&S X-Wedge motor and throw a lot of heat. The designers know that and have accommodated our loins with carbon fiber and leather heat shields.

The new-for-2008 touring sled, aptly named the GTX – Grand Touring X-Wedge – comes packaged with a wide and wind-deflecting front fairing for 2009. It is replete with floorboards instead of footpegs, BBC’s highest seat height (at 25.5 inches), integrated saddlebags and a comfortable and roomy passenger saddle. This road machine is poised for taking the long way home.

The 2009 GTX has an MSRP that starts around $35,000.

A look at part of BBC’s future, the 2011 Super Sport. MO freelancer Steve Bohn is seen here performing as Fonzie’s stunt double.

A look at part of BBC’s future, the 2011 Super Sport. MO freelancer Steve Bohn is seen here performing as Fonzie’s stunt double.

The Super Sport is a bike from BBC’s future, and I’ve gotta tell you straight up, it’s a nut smasher. However, when you crack open that throttle… Wow! The nearly vertical rear portion of the saddle is a perfectly-designed necessity because this bike takes off like a rocket. Maybe it’s got a future as a drag bike.

There’s a 114-cubic-inch X-Wedge motor crammed in a custom BBC frame. It’s also got a Scotts steering dampener on it to help keep the 23-inch front wheel in line, and it has real Brembos to bring the beast to a halt – dual disc up front and a single rotor in the rear. Styling has the look of a skinned Ducati stretched it over a chopper. Estimations put this bike the $35-40K range, cheaper than a Desmosedici RR! It’s slated for production in 2010 to be sold as a 2011 model.

Kevin Alsop, the ringleader behind Big Bear Choppers.

Kevin Alsop, the ringleader behind Big Bear Choppers.

Station 3 of 5 on the BBC assembly line

Station 3 of 5 on the BBC assembly line

Lining up their Ducks

“We are going to be the leader in the custom market,” claims Dave Ryan, General Manager of Big Bear Choppers.

The “Dealer Summit” I attended was BBC’s national dealer meeting as well as a press launch. So while we were riding in circles for the camera, the more enthusiastic dealers in attendance were learning about sales networking and financing from the attending vendors. Don’t worry, they also got their share of riding.

Among the workshops available to the attending dealers were classes on retail lending and sales strategies mumbo jumbo, led by the very experienced Dave Ryan, a veteran operations and supply-chain engineer in the automotive and aerospace industries. A few months ago, Ryan was brought on by Kevin and Mona Alsop to reorganize the workflow of BBC, optimizing the operation to best survive in the current slumping economy. They understand that cowering into a little ball and waiting for the economy to turn around again is the wrong course of action, so the company reinvested in itself and is looking to continue its winning efforts.

With its build-to-order process and the newly streamlined production lines – trimming lead time in half in the last four months – Big Bear Choppers is poised to kick some chopper ass when the lenders are again ready to help buyers finance their passion for two-wheel hot rods. The turn-around time for a made-to-order custom chopper will only take four to six weeks instead of the previous eight to 10. That’s an impressive change, and the small company is still learning and adapting.

As an example of its dedication to building the best product it can, BBC learns from its buyers through its extensive dealer network and adapts its products as necessary. It has learned that its buyers want belt drives on the bikes, so they are currently re-engineering each model to carry the best available belts, the S&S Carbon Fiber. The models that have already been adapted include the Devil’s Advocates, the GTX Bagger and the Paradox. Soon to be belt-driven are the Venom, Sled and Athena lines. The Screamin’ Demon and the Merc will never be converted because style dictates the chain, but you guys already knew that.

“We’re still in the womb,” says Andy Meadors, BBC Creative, Marketing & Media Relations Director, adding that the company looks forward to walking and then running when the time is right for BBC.

Widening the Horizon

With the addition of the bagger GTX and two-up models to its line-up in 2009, BBC is reaching into more markets, finding more buyers for riders who want custom style and the ability to pick up chicks along the way (or to take the “Ol’ Lady” along). With the SS model in the not-so-distant future, BBC will be hitting an even narrower niche of chopper lovers. With the right kind of marketing, that bike can be a bombshell, blowing away convention and perhaps creating its own market.

Alsop says he wants BBC to be the best manufacturer it can be. With such high hopes, smart engineering, incredible talent, and bad-ass bikes, I think Big Bear Choppers is right on track for its brightest future.

Source www.motorcycle.com


Harley Davidson

Harley-Davidson Reviews

Harley-Davidson, Inc. is the parent company of Harley-Davidson Motor Company, Buell Motorcycle Company and Harley-Davidson Financial Services. Harley-Davidson Motor Company produces heavyweight motorcycles and offers a complete line of motorcycle parts, accessories, apparel, and general merchandise. Buell Motorcycle Company produces a line of sport motorcycles.

2009 Harley-Davidson Sportster Iron 883 Preview

Dark Custom adds a new rebel

By Pete Brissette, Feb. 09, 2009, Photography by Alfonse Palaima
Harley-Davidson recently unveiled the Iron 883 as the latest addition to its phantom Dark Custom line. The Darks aren’t a separate model line, but more like a sinister club or collection of single models culled from Harley’s prolific arsenal of existing V-Twins: the Dynas, Sportsters and Softails.

The underpinning theme with a Dark is pared-down, no-nonsense styling, eschewing chrome and brightness in favor of muted, basic color schemes – namely black. And for a few of them there’s a decidedly deliberate chopped and bobbed influence.

As a theme, Dark Custom didn’t make an official appearance until the January 2008 introduction of a Softail Springer that received the chopped/bobbed/black-out treatment and the name Cross Bones. It was at this Hollywood premiere-style unveiling of the ‘Bones that Willie G. Davidson and son Bill told the moto-world about the birth of this new shadow series of motorcycles.

Harley’s latest in its line of Dark Customs, the Iron 883.

Harley’s latest in its line of Dark Customs, the Iron 883.

Long before its official coming out party, the development of the Dark line started taking shape when the Softail Night Train showed up, and then a VRSC model, the Night Rod Special, went bad-ass in black. Soon thereafter the 1200cc Sportster-based Nightster appeared in the first half of 2007. The Iron 883 marks the second Sportster model to join the Dark Customs and follows closely to the Nightster’s motif.

H-D had its public unveiling of the Iron 883 at an art gallery in Southern California.

H-D had its public unveiling of the Iron 883 at an art gallery in Southern California.

To help jump start the introduction of the Iron 883 into the Dark Custom line, Harley-Davidson showcased the bike as part of an art gallery opening this past Saturday at the Robert Berman Gallery in Santa Monica, CA. The media got an early look on Friday, February 6th.

The theme of the gallery opening was “The Art of Rebellion,” and included 10 contemporary fringe artists, each creating a custom-painted Harley gas tank in conjunction with the gallery theme. Among invited creative types was street artist Shepard Fairey, most notable for his “Andre the Giant Has a Posse” sticker that later evolved into the “OBEY Giant” collection. Fairey recently resurged in notoriety by creating the now-iconic Barack Obama HOPE posters used extensively in the former presidential candidate’s successful campaign for the Oval Office.

Shepard Fairey was unable to be at the event, but he was represented by his Johnny Ramone artwork.

Shepard Fairey was unable to be at the event, but he was represented by his Johnny Ramone artwork.

In the spirit of the show’s theme, “Art of the Rebellion,” comes this anarchy-driven design from artist Frank Kozik.

In the spirit of the show’s theme, “Art of the Rebellion,” comes this anarchy-driven design from artist Frank Kozik.

The gallery of tanks as well as a piece from the artists own collections will be on display and available for purchase. Proceeds from the sale will benefit Art Matters, a charity that supports and encourages the exploration of new ideas and art. One hundred copies of a signed, limited-edition Shepard Fairey poster were given away at the event.

Keeping It Lo-Brow

By Fonzie

While many would argue that the established identity of Harley-Davidson motorcycles seems forever supplanted in the ideals and design regime of the 1950s, they occasionally take strides in more unique directions.

Friday's private art opening is just one such occasion, which publicly raised the collective consciousness of the underground and subculture known as the lo-brow art scene.

Finding a new motorcycle parked inside the stark-white gallery walls is nothing when compared to the juxtaposition of suit-clad connoisseurs and tattoo-sleeved artists, both sipping on another decidedly lo-brow adult beverage, tall-boys if you will, 24-oz PBRs flowed like the wine you might have expected in such a place. Instead, artists and their families, entourages and some lurking media folk milled about the charity event. All seeking a higher state of mind in the name of art and motorcycling.

Not dampened by the unusual week-long rains of Los Angeles, the party went on well into the night. Sighting such sub-famous artists as the Clayton brothers, SoCal's own Bob Dob and the Austin-dipped Spaniard Frank Kozik kept the otherwise subdued art opening spicy and full of life.

Proceeds from the custom-painted tanks and wall art went to artist-supporting foundation Art Matters. Kozik's piece sold almost immediately. Shepard Fairey unfortunately wasn't in attendance due to a retrospective show opening on the East Coast.


Harley chose the gallery theme to mirror what it calls the “modern rebel culture” that was emerging around the time of the original introduction of the Sportster line in 1957. Indeed, H-D was clearly drawn to the original bobber style when it first penned the Iron 883. Though the bike is essentially a Sportster 883 Low, Harley was able to shorten overall length by three inches and shave 18 pounds off the Low’s claimed running order weight of 583 pounds.

Black, black and more black – Johnny Cash would’ve liked the Iron 883.

Black, black and more black – Johnny Cash would’ve liked the Iron 883.

The Iron forges its own style yet takes numerous cues from the Nightster with short fenders, fork gaiters, side-mounted license plate holder, staggered straight exhaust, and of course, black pieces galore. Following in the Nightster’s footsteps, the Iron furthers its minimalist appearance by incorporating the functions of top/turn/taillight in a pair of red LED lights on the rear fender. This is a very cool thing on a cruiser, Dark Custom or not.

A nice accent would’ve been black exhaust pipes instead of chrome; still, the matte black paint and oodles of other basic black finishes give potential owners a good canvas to continue their own dark customizing. If you’re a purist, you can keep the bike as is – simple – just as true bobbers were meant to be.

Like its larger-displaced brother the Nightster, the Iron makes rebellion and outlaw style accessible to a wider audience by way of its very low 26.3-inch solo seat height, and an equally low starting MSRP of $7,899. The Iron 883 is available in Black Denim and Brilliant Silver Denim colors.

For 2009 the Dark Custom line consists of the Iron 883, Nightster, Cross Bones, Street Bob, Fat Bob and Night Train.

The worlds of art and motorcycles come together.

The worlds of art and motorcycles come together.

The Iron 883 not only advances the Dark Custom line, it also reflects a trend toward bobbing in the bike culture that’s now moving into the mainstream. Makes us wonder if at that point it’s still rebellious?

Source www.motorcycle.com


Tuesday, February 24, 2009

BMW

BMW Motorcycles

The legendary German marque that is so well known for its automobiles actually has its roots in motorcycles. BMW’s first motorcycle, the R32, debuted in 1923, and its Flat-Twin engine layout is still used in its current lineup. The BMW name is known for premium motorcycles that can go long distances, although its current offerings are also geared toward younger and faster riders.
History o
f BMW Motorcycle

KAWASAKI

Kawasaki Motorcycles

Kawasaki emerged out of the ashes of the second World War to become one of the big players from Japan. In the late ’60s and early ’70s, Kawasaki built a reputation for some of the most powerful engines on two wheels, spawning legendary sportbikes like the Ninja series and a line of championship-winning off-road bikes.



2008 Kawasaki Concours 14

The New Connie: Great Expectations Exceeded

By Pete Brissette, Jul. 18, 2007, Photography by Kinney Jones and Adam Campbell
If you've been riding for more than a few years you know that the Kawasaki Concours has been around for what seems like an eternity.

Neither a cover model nor an athlete, the Connie was the studious one. With standard-setting ergos, a large windshield, plenty of practical storage space and a liter-size engine with plenty of performance, this bike quickly became a favorite, achieving cult status over its 21-year life span.

For Kawasaki, the year 2008 could be dubbed the "Year of Change." First, the King of Dualies, the KLR650, received some revisions earlier this year for the first time in about an eon. But even greater anticipation awaits the all-new Concours 14. The ZX-14-based hyper-tourer was unveiled in late 2006 as a '08 model that would be available mid-2007. For Connie loyalists, this bike was the stuff dreams are made of. One thing is for sure: The Concours as we knew it is no more.

The 2008 Kawasaki Concours 14

The 2008 Kawasaki Concours 14

In press materials Kawasaki is perfectly clear that they see the Concours 14 as a "top-of-the-line sportbike with touring capabilities." That's a bold statement to make in this day. And they've even gone so far as to rename the category from sport touring to "supersport touring" on their consumer website. Yamaha did the same thing back in '03 for the FJR1300.

The new Connie is, at the heart, a ZX-14. In a brief generalization, the Concours takes from the Ninja ram air, inverted forks, wave brake rotors, radial-mount calipers and master cylinder, aluminum monocoque frame and modified-for-a shaft-drive ZX-14 10-spoke wheels. But some obvious differences exist to make it the bike that it is.

Starting with the Ninja-derived 1,352cc liquid-cooled, DOHC, 16-valve inline-Four powerhouse, we note an additional oil-pressure-controlled cam-chain tensioner that is said to keep tension optimal while reducing engine noise. But most impressive of all is variable valve timing, something Kawi claims as a first in the class. The intake cam is hydraulically advanced or retarded over a 23.8-degree range based on engine RPM and throttle position, with the goal being "high torque output" across the powerband. (It’s a clever system that uses few moving parts and only low-pressure oil to govern the cam orientation. -Ed)

The monocoque frame has been beefed-up for use on the new Connie.

The monocoque frame has been beefed-up for use on the new Connie.

Fueling on the Connie is handled by 40mm throttle bodies (the ZX-14 has 44mm units) and new 12-hole injectors. The increased intake velocity and improved atomization is said to offer crisper low- and mid-range throttle response with better control.

Claiming another first-in-class, Kawasaki is proud to present a slipper clutch to the sport-touring market. In case you haven't read about these back-torque limiting wonders, the intended goal is to prevent the rear wheel from "driving" the engine when gear selection and engine speed aren't precisely matched to the bike's road speed. Heretofore, this type of clutch has only been found on high-performance sportbikes.

Transmission ratios were altered to suite the torque-biased motor. First through third are lower, fourth is the same as the ZX-14 while fifth is a touch higher and sixth gear has become a true overdrive.

The exhaust system changes from the one found on the biggest of the Ninjas. Instead of a twin-can unit, the Concours utilizes a 4-2-1 system sans exhaust valve. But it does have two catalytic converters; one can be found mid-pipe whilst the second is directly in the bazooka-size single can. It's worth noting the U.S. spec'd bikes will not have O2 sensors.

The next major functional change to take place was in the monocoque aluminum frame. As a direct result of the switch to shaft drive, the bulky hunchback-looking frame needed some redesign. The area around the countershaft was reinforced and altered to allow the shaft-drive system to fit, among several other structural modifications. Two pieces of the lower frame that are made of plastic on the ZX-14 have now been replaced with identical die-cast aluminum bits, and the very top portion of the frame that hunkers over the airbox has increased wall thickness. That’s a whole lot of adding, moving and shaking just to bring in a shaft drive.

"Perhaps the boldest claim from Team Green is that this system will emulate a chain-smooth ride."

All this talk of shaft drive has got me itching to get to one of my favorite aspects of this land-rocket-cum-sport tourer. Calling it the Tetra-Lever Shaft Drive System, Kawi engineers have created a 4-link swingarm that they claim reduces all the bad things about a shafty, such as the seemingly ubiquitous shaft-jacking that occurs during large throttle inputs or during quick closing of the throttle.

Perhaps the boldest claim from Team Green is that this system will emulate a chain-smooth ride. Who the heck do they think they are? Normally I would wait to give my impression of things like drive-line lash in the, well, impressions area, but I can't wait. In my not-so-humble opinion, there is no better shaft-drive system available today. There, I said it. Try as I might I could not get the rear end to hop around like a bronco. I really couldn't even detect much lash or delay from throttle input to the rear wheel. The final drive on this motorcycle is exceptionally smooth and sets the bar very high for any company building a bike with a shaft-drive system. Very well done, Kawasaki.

Suspension is a little less trick but is good nonetheless. The 43mm inverted front fork is preload- and rebound-damping adjustable. The rear Uni-Track shock is a bottom-link design with stepless rebound adjustment and a handy hydraulic preload adjusting knob that sticks out unobtrusively behind the rider's left leg. Less is more with this adjustment, as I only needed a quarter turn toward "Hard" from where it was set to make a noticeable improvement in the handling. Please leave all innuendos about "hard" settings in your bedroom and out of my review. Thank you.

Braking on the new Concours 14 is partly the job of standard petal-shaped rotors. The twin floating 310mm set up front are mercilessly pinched by a pair of four-piston, four-pad radial-mount calipers when you apply pressure at the radial master cylinder. The 270mm rear single petal rotor is a full 20mm larger than that of the ZX-14.

As you might have guessed, ABS is an option. The non-linked independent system is purported to offer a "natural" feel to the braking experience. Unfortunately, the Connie's ABS is not switchable like on some BMW models.

As you might have guessed, ABS is an option. The non-linked independent system is purported to offer a "natural" feel to the braking experience.

Because it does have touring tendencies, this bike is dimensionally a bit more relaxed than a true sportbike. Steering angle is increased over the ZX from 23 degrees to 26.1 degrees (nearly identical to the Yamaha FJR1300.). The front axle moved forward 30mm while the rear axle moved back 30mm as a result of a longer swingarm for a sum total increase of 60mm for a wheelbase of 59.8-inches (an inch shorter than the FJR’s. -Ed)

All told, Kawi says all the revisions to the chassis result in 20% more torsional rigidity, a narrow and compact riding position and improved stability and handling.

The ergos haven't been left out of the redesign, and most certainly favor a comfy environment for the rider. The handlebars are not only 5.9 inches taller, they've also moved 3.8 inches closer to the rider. The footpegs are placed further forward and are 1.2 inches lower. The 32.1-inch saddle is actually 0.6 inch taller than the Ninja.

Here's the standard screen in its highest position.

Here's the standard screen in its highest position.

Traffic looks heavy on the 405 this afternoon.

Traffic looks heavy on the 405 this afternoon.

So now that we've discussed all the things that make the Concours go, let's cover some things that make it want to tour. Let's kick it off with what is a must these days: an electrically adjustable windshield. A larger and higher windshield is optional. A standard rear rack is ready for an accessory rear trunk that will probably match just peachy with the standard quick-release and reasonably roomy hard saddlebags. If you're tired of mashing your insurance card and bike title in your wallet, you'll be relieved to know that on the fuel tank is a smartly-integrated, slick-looking storage compartment. And I'd be remiss if I didn't mention the power socket located on the right side of the cockpit.

A blending of traditional analog speedo and tach works well with an LCD info display. The multi-function meter provides a host of data for you while on the fly. All the usuals like fuel, odometer, dual tripmeters and a clock are present. Also on the menu is fuel range, fuel consumption (current and average), battery voltage and a gear-position indicator. But in what we can only assume is note-taking from a certain other sport touring manufacturer (okay, it's BMW), the Concours is also able to display tire pressure. I wasn't able to speak for accuracy, but I can say over the course of two days it read consistent. Through a sensor in each wheel pressure is transmitted to the KIPASS (more on that later) ECU and displayed on the LCD, and it will warn you if it's too low, but only after reaching 12.5 mph or higher.

So, about that crazy acronym above, KIPASS. It stands for Kawasaki Intelligent Proximity Activation Start System.

I can hear the Scooby-style grunt of confusion now, so I'll attempt an explanation in less than 900 words (but it's best to see it demonstrated in the accompanying video).

Claiming another first-in-class (even if a similar system is optional on most 2007-2008 H-Ds.), Kawasaki has graced the Concours 14 with a nifty anti-theft ignition disablement system. With a key that looks like it was designed by infants for ease of handling, the ignition can only be switched to On, Off, FSS (Fuel-Seat-Storage) and Steering lock when the matching key fob is no more than 5.25 feet from the bike. Without the money-clip-sized matching fob very near by, you simply cannot turn the ignition switch. Part of the beauty of this system is that you can leave the key in the ignition (though it looks a little big on top, the key is crafted from a traditional blank).

If your memory is working normally and you have the fob, the next step is to push the key straight down to get the system to recognize that you want to take some action. Once you hear a little click and see an icon on the LCD, you can turn the key to any of the positions listed above. Should you absent-mindedly leave the fob somewhere (say, the top of the gas pump) you may well get down the road, but not without an electronic scolding. After you reach 12.5 miles per hour, the KIPASS ECU (separate from the bike's main ECU) will recognize that the blessed fob is missing. At that point instead of seeing the normal tire pressure or mpg display on the LCD what you'll see is a red warning light and a flashing "NO TRANSPONDER." The bike will operate normally without the fob until you pull another bonehead move, like turning the bike off. Should you foolishly shut the bike down under these circumstances you'll have precisely 10 seconds to restart; otherwise, you're dead in the water. And so is any unsuspecting turd who tries to steal your bike without the fob aboard. Simply punching the ignition with a hammer and screwdriver won't cut it with this tech-laden bike.

Climbing aboard the beast, I couldn't help but think that someone at Kawi was really thinking about rider ergos.

The trick is to keep the fob on the SOB (I had to slip that joke in there somewhere) and all is well. Each bike comes with two transponders that have a unique ID registered to the KIPASS ECU. Should you want a few more, you're allowed up to six separate fobs. Lastly, tucked secretly in the bottom of each fob is a plain ol' spare key.

Kawasaki chose the areas surrounding Santa Rosa and points further west as the proving grounds for us to see if the Concours 14 was really the sport-touring machine it claims it is. With enough tight first-gear turns shrouded in shade to make you think you were aboard an Imperial speeder bike, the chosen roads ran the gamut and put virtually every performance aspect to the test.

Climbing aboard the beast, I couldn't help but think that someone at Kawi was really thinking about rider ergos. Like the '08 Z1000, the rider triangle is very upright without sacrificing your ability to manipulate steering. The instrument cluster is easy to scan at a glance, and the windshield did an excellent job of deflecting wind from my 5'8" torso with minimal buffeting. Some taller journos complained that with the screen in the highest position there was just enough buffeting across their helmet to be bothersome. Maybe that larger, optional windscreen would do the trick.

With two counter-balancers, the motor is very smooth and virtually vibe-free, regardless of engine speed. It's a great match to that ultra-smooth shaft drive. Fueling is trouble-free and precise, and there's bottomless power on tap from as low as what I estimated to be 2700 rpm (as evidenced by first gear power wheelies). Power builds swiftly and smoothly all the way to the 10,500-rpm redline.

Keeping all that power accessible is the job of the transparent transmission and clutch. Considering the claimed dry weight of 615-pounds and all the thrust that's propelling that heft, a back-torque limiting clutch makes a lot of sense and is appreciated.

Rider ergos and a very comfy saddle make for all-day riding.

Rider ergos and a very comfy saddle make for all-day riding.

The saddle has dual density foam. Firmer for the rider and slightly softer for the passenger. I wouldn't hesitate to ride from L.A. to San Fran on this bike, something I don't care to do too often these days.

When we weren't blitzing down the freeway in sixth gear overdrive, we were hustling this silver bullet through some pretty tight terrain. The weight of the bike prevents it from being classified as flickable, but transitional movements come with just a small amount of effort at the high bars. Mid-corner stability was never in question under any circumstance as the stout but light chassis was always composed.

Suspension, although not perfect upon receipt, was more than up to the task of handling the oft times decaying, uneven roads that are starting to suffer from the many large trees that have lined the roads in NorCal for nearly a century. A quick twist at the remote rear preload adjuster helped balance the chassis. All in all, the Connie’s springy bits are plenty adequate.

Braking, on the other hand, wasn't quite what I had hoped for. The fact that it is a non-linked ABS system is a bonus, but there's something that needs to be sorted out. The sensation was that the ABS was, perhaps, a bit too eager to activate. The brakes themselves are outstanding, but on a least two occasions I had made a rapid lever input that was rewarded with a numb or wooden feeling that, although only lasting a fraction of a second in reality, was a bit disconcerting at speed. Within the blink of an eye a more natural feel came back and all was well. Were it only those two instances, I would've simply discounted the incident. But feel at the rear pedal wasn't much better. It often had a resistance to the initial application and then it would relent to the point of feeling a tad mushy. I must note that at no time did I ever feel in jeopardy. The brakes work very well and have good feel. It’s just that I would choose the non-ABS model for myself.

The other nominal complaint I came up with was the rather annoying amount of engine heat that made its way out of the cowlings from behind twin fans. As with any bike that produces big power, including the Ninja ZX-14, the new Connie has a tough time shedding engine heat. The C14 is fitted with a rider-adjustable air management system in which removable fairing deflectors are designed to disperse high temperatures. Removing the deflectors allows more heat to reach the rider, so I can’t imagine riding without them in any condition other than the coldest Midwestern nights.

The flared portion on the trailing edge of the vent can be removed when heat isn’t a concern.

The flared portion on the trailing edge of the vent can be removed when heat isn’t a concern.

With over 400 miles in two days we had plenty of opportunity to refill the 5.8-gallon fuel tank. The 26 mpg I calculated at the pump was a bit disappointing, but maybe that doesn't say as much about the bike's fuel efficiency as it does the ridiculous way I was riding. Others were reporting closer to 30 mpg.

Riding bikes like these are really starting to make my job easy... Or hard if you're a glass half-empty type. They do so much so well in their intended category that searching out flaws can be a great expenditure of time and energy. Is the new Connie without any real competitors as some Kawasaki staff implied? It's a damn fine bike, but I'm not sure I'm ready to discount the FJR1300 just yet.

Riding bikes like these are really starting to make my job easy... Or hard if you're a glass half-empty type.

And BMW’s K1200GT is a formidable competitor, and who knows what Honda will do in the future along the lines of the ST1300. So, what's all this going to cost a prospective purchaser of a 2008 Kawasaki Concours 14? First of all you'll get one color, Neutron Silver, and like it. After that the only decision is to ABS or not to ABS. The former will set you back $13,799 (the same as the FJR1300 with its standard ABS), while the latter is $12,899. A 36-month warranty should allow some peace of mind on your interstate journeys. They're ready and waiting in dealers now.


KTM

2007 KTM Street Bike Intro

What's Angry, Orange, and Fun to Ride?

By Gabe Ets-Hokin, Senior Editor, Feb. 15, 2007, Photography by Joe Bonello
KTM. If you haven't heard the name, you've still probably seen the bright-orange blur of one of their products anywhere there's an off-road motorcycling event in the world. KTM has grown from an obscure maker of 100cc tiddlers to a dominant force in off-road competition, offering a wide array of enduro, moto-cross, Supermoto and other machines of all different displacements, from 65cc junior bikes to hulking 999cc adventure-enduros.

This year -- 2007 -- marks a huge step in the history of the 54 year-old Austrian company. They're getting into the vast US street market by expanding their dual-sport and Supermoto offerings and by introducing a few all-new models, including the 2007 990 Superduke. And to tell the world about it, they wisely invited Motorcycle.com to test it out on our home track, the Streets of Willows in scenic Rosamond, CA, the only town in California that somehow manages to be more horrible than Bakersfield*.

You want one, don't you? Yes, you do.

You want one, don't you? Yes, you do.

KTM claims everything they make is "Ready to Race", but how does that equate to a product that is first and foremost a streetbike? Be patient, read on, and you will find out; plus you will find out all about the new 690 Supermoto and the 990 Adventure.

If you've enjoyed our new "Scotch Watch" feature (nominated for a 2006 MotoWeb Best Feature award**) I am sorry to disappoint you: KTM is a no-nonsense company that is all about riding and racing; no fancy dinners or cocktail receptions for the US press. We did enjoy a stunt show courtesy of KTM stunt rider Oliver Ronzheimer and some nice gifts from KTM's stylish accessory catalog before KTM's media relations and design people told us about their new product lineup.

This is what a professional rider on a closed circuit really looks like. KTM stunt rider Oliver Ronzheimer shows off.

This is what a professional rider on a closed circuit really looks like. KTM stunt rider Oliver Ronzheimer shows off.

The big news is KTM's all-new 990 Superduke. KTM's designers wanted KTM's entry into the naked roadster market to have a "special, unique appearance," and their insectoid***-inspired vision has that, in spades. With sharp creases, bold colors, minimal bodywork and cool touches like the truncated exhausts and tiny "wind spoiler" mounted above the tiny instrument display, this KTM will get plenty of attention, even parked next to a wild custom chopper.

Plastic shrouds that look like they came off a giant motocrosser cover a 999.9cc liquid-cooled, DOHC four-valve V-twin motor that is extremely compact and lightweight thanks to its 75-degree V-angle and dry-sump design. A counterbalancer keeps things smooth. Fueling is by Kehin EFI, and the twin exhausts are catalyzed and have integrated heat shields, all neatly tucked up into the bike's abbreviated tailsection. Power output is around 120hp at the crank.

If this looks good to you, follow the big orange truck to a motorcycling event near you for some test-riding fun. Check http://www.ktmusa.com for more information.

If this looks good to you, follow the big orange truck to a motorcycling event near you for some test-riding fun. Check http://www.ktmusa.com for more information.

The motor goes into a chrome-moly trellis frame that is not only nice to look at, it's also about as light and rigid as a frame can be. Suspension is race-ready WP components, with a 48mm fully-adjustable upside-down cartridge fork and fully-adjustable linkage-less rear shock. The suspension is much more street-oriented, with two inches less wheel travel than the 950 Supermoto's. Tires are the grippy, proven Dunlop D208, with a 120/70-17 in front and a 180/55-17 in the back. Wheelbase is a stylishly short 56.6 inches, rake is a steep 23.5 degrees, and KTM claims the dry weight is only 406 pounds.

In 20 years these brakes will be on a middleweight cruiser.

In 20 years these brakes will be on a middleweight cruiser.

To complete the package, there is a matte-finished 4.8-gallon plastic tank and a programmable instrument display. There's also a minimal seat with passenger pegs, and besides what might be the smallest windscreen on a motorcycle ever, there's not much else, really. The only component of this bike that isn't pared-down to the bare essentials is the price tag; $13,998.

Also a big deal was the all-new 690 Supermoto. The media people didn't know if the bike would arrive in time, as they were held up in customs, but at the last minute a truck arrived at the track with a small fleet of the new thumpers for us to sample.

This bike is a purpose-built streetbike, not a dirtbike with a wheel kit like many Supermotos. The frame is a trellis unit, with a huge space for an airbox and a distinctive cast-aluminum ribbed swingarm. Front suspension is the same fully-adjustable 48mm upside-down unit on the 990 Superduke, but with more travel. Wheels are spoked jobs, with Behr aluminum rims and Bridgestone BT-090 European-market street Supermoto tires, a 120/70-17 in front and a 160/60-17 in the back. Rear suspension is a fully-adjustable monoshock with a KTM "Pro-Lever" linkage.

Gabe contemplating a trip into the dirt.

Gabe contemplating a trip into the dirt.

The front brake is a single four-piston radial-mount caliper with a 320mm floating disc. KTM claims it weighs 335 pounds dry.

The motor is as new as the rest of the bike. The new LC4 engine is a fuel-injected SOHC four-valve, liquid-cooled, counterbalanced 653.7cc four-stroke single with an all-new six-speed transmission and "Alder Power Torque" slipper clutch. Catalyzed exhaust enters the atmosphere via a pair of huge, vertically-mounted mufflers that look like they came off a semi-truck (but are actually similar to what KTM uses on their race thumpers). "KTM should offer some of those little flappers to put over the tips so they go ?lank-clank-clank' at idle," I helpfully offered to a KTM person. "Ha, ha," they responded, unconvincingly. It's all good for a claimed 63hp at the crank; look for about 54hp at the back wheel.

The bike is finished as minimally as you'd expect. There's a 3.7-gallon fuel tank, an all-new instrument cluster similar to the Superduke's, tapered aluminum handlebars, a dagger-shaped headlamp/fender unit, a tiny storage compartment under the seat, and an LED tail lamp. At press time, KTM didn't have a price, but expect it to be in the $7,000-$9,000 price range.

The other notable machine was the revised fuel-injected 990 Adventure/Adventure S. It uses the same 999.9cc motor as the 990 Superduke, but with shorter gearing (both the internal gear ratios as well as final drive) and tuned for more midrange. The chassis is also similar, with 48mm USD forks and rear monoshock; however, the wheelbase is five inches longer than the Superduke and the bike weighs in at 456.4 pounds (claimed, dry). Along with the fuel injection there's also a high-tech ABS system standard that weighs but three pounds (even though claimed weight overall is up 20 pounds compared to the 950 Adventure) and is easily deactivated by a dashboard switch. Pricing is $13,998, and an extra 200 bucks gets you the ?' model with blacked-out cosmetics.

After 40 minutes of tech briefings we're eager to ride these bikes, so as soon as it ends there's a comical race to change into leathers and dash outside to grab one of the six Superdukes available to ride. I'm able to get onto one in time, and I note the manageable (but still high) seat height and very comfortable ergonomics; the pegs aren't too far back or high, and the tapered bar puts me in a slight forward lean. The motor fires easily, with little vibration and a light feel from what must be a small, light flywheel. The exhaust note is distinctive, with a sharp, mechanical flatness that sounds mean as hell. I click into first and head for The Streets' front straight.

I was expecting it to feel like a modified version of the 950 Supermoto I rode last year, but trust me, this is no Supermoto. The motor revs to redline quickly, with power and torque in every gear, yet it is almost fussy in its precise power delivery, making it difficult to modulate power in very tight, slow corners. This is compounded by the much taller gearing of the Superduke, but give it some open road and the light, free-flowing nature of the powerband leaves no doubt; this is a very fast bike, with a motor perfectly suited to a naked roadster.




TRIUMPH

2009 Triumph Daytona 675 now available

World Supersport race technology comes standard

By Motorcycle.Com Staff, Jan. 28, 2009
The updated 2009 Triumph Daytona 675 has arrived at dealerships across the country.

The latest version of Triumph’s three-cylinder middleweight features technology developed by the manufacturer’s 2008 World Supersport race team.

“Triumph has taken an evolutionary approach with the Daytona by applying experience from racing in the 2008 Supersport World Championship directly to the street version of the Daytona 675,” says Jim Callahan, North American Marketing Manager for Triumph Motorcycles. “The same technology that was used so successfully on the Supersport racing machines is now available as standard equipment on the 2009 production models that are in Triumph dealers across the country right now.”

The 2009 Daytona 675 comes standard with a hydraulic cam tensioner and a higher ratio first gear, previously available only through optional race kits.

Triumph says the 2009 version’s three-cylinder engine has a higher rev limit than 2008, up 450 rpm to 13,950rpm, and a claimed power output of 126 bhp at 12,600 rpm.

The 2009 Daytona 675 features technology developed during Triumph's debut World Supersport campaign in 2008.

The 2009 Daytona 675 features technology developed during Triumph's debut World Supersport campaign in 2008.

The updated Daytona 2009 is also reputedly seven pounds lighter than the previous model, with a dry weight of 356 pounds. Triumph attributes much of the weight difference to lighter wheels and a new magnesium cam cover.

Suspension is provided by fully-adjustable 41mm upside-down forks and rear monoshock units. The front wheel features new radial-mount Nissin monobloc front brakes and the bike comes equipped with Pirelli SuperCorsa SP tires.

The 2009 Triumph Daytona 675 is available in Jet Black and Tornado Red. A full range of accessories including a new “plug and play” quickshifter are also available.

Related Reading
2009 Triumph Daytona 675 First Ride


2009 Triumph Daytona 675 First Ride

Lighter, Faster, Better

By Tor Sagen, Dec. 01, 2008, Photography by Jason Critchell and Paul Barshon

After giving you a preview of what to expect of the updated 2009 Triumph Daytona 675 back in July, we finally had the chance to get some seat time, so I can share my initial impressions. I have had two great days in the saddle of the ’09 Daytona on Circuito de Cartagena. The early part of the first day was rained out, but once I finally got on the bike it felt like I had been riding it all day. It is just that easy to go fast on the Daytona 675.

The 675 is still as narrow and nimble as it always was, but the ’09 gets the first update since the launch back in 2006. The front end has been redesigned slightly to match the original rendition of the designers – giving an even sharper look than before.

In the first update since the 2006 launch, Triumph's designers gave the Daytona 675 a sharper-looking front end.

In the first update since the 2006 launch, Triumph's designers gave the Daytona 675 a sharper-looking front end.

In addition to shedding weight, the 675 allegdly gets an increase in horsepower from 125 to 128 bhp as well as a small increase in torque. This three horsepower gain boosts performance in the 675’s already class leading midrange as well as the top end as the redline has been raised from 13,500 to 13,900rpm.

While it may not be immediately noticeable on the street, it could really be felt on the circuit as I lapped Cartagena. I continued my last laps on a D675 with the Arrow muffler attached. When accelerating above 10,000 rpm there really is a much better kick than before. While the Daytona 675 has always been a very light supersport, the 2009 tips the scales at a claimed 357 lbs after shedding weight from the exhaust and wheels.

Tor could feel the difference in horsepower above the 10,000 rpm mark.

Tor could feel the difference in horsepower above the 10,000 rpm mark.

Tor's giving the 2009 Triumph Daytona 675 the thumbs up. Check back later for the full review.

Tor's giving the 2009 Triumph Daytona 675 the thumbs up. Check back later for the full review.

Braking performance has been enhanced by Nissin’s latest radial-mount monobloc calipers that provide more stopping power and rider feedback. The fully-adjustable 41mm upside down forks and rear monoshock unit both benefit from a high and low speed damping control. New wheels give significant savings in unsprung weight and help the bike change direction more easily. The latest Pirelli SuperCorsa SP tires have been specified for their outstanding levels of both grip and rider feedback.

Other relevant updates include the restyled cockpit, screen and headlights. Color options include Jet Black and Tornado Red. I cannot decide which one I like more, so I think I’d like both. After thoroughly checking out the 675 on the track then taking a short road ride, my initial opinion is that the D675 is among the best road alternative of the bunch in this class. Check out the full article coming soon.

Related Reading
2008 Triumph Street Triple 675 Review
2007 Triumph Daytona 675 Review
Triumph Daytona 900



Monday, February 23, 2009

STAR


2009 MIDNIGHT WARRIOR

  • The five-time AMA ProStar Hot Rod Cruiser class drag racing champion returns.
  • Twin-bore electronic fuel injection provides spot-on fuel delivery under all conditions.
  • Rigid, light and strong aluminum frame, inverted 41mm fork and an adjustable link-type rear end provide near-sportbike handling.
  • 200/50-ZR17 rear radial tire looks right and puts all that torque efficiently to pavement.
  • Midnight Warrior rolls out in special black paint, black air cleaner, engine covers, exhaust—you get the picture.


2009 YAMAHA V STAR SILVERADO
  • A medium-size adjustable windshield, low-profile studded touring seat with backrest and studded leather saddlebags are everything the V Star Silverado needs to be a great traveling bike.
  • A SOHC 40-cubic-inch V-twin feeding power through an efficient shaft drive makes a great middleweight touring package.
  • Rider floorboards provide great comfort on long rides, and the hardtail-looking rear end soaks up bumps with nearly four inches of rear wheel travel.
  • The V Star Silverado achieves fuel economy up to an estimated 49 mpg** with a fuel tank that holds 4.2 gallons of gas.


2009 YAMAHA ROYAL STAR VENTURE
  • This fully loaded luxury touring machine comes with everything serious riders need, including a fourspeaker sound system/CB radio/intercom compatible sound system and a powerful and smooth V-four engine.
  • There’s plenty of lockable storage in the form of a 15-gallon trunk and a pair of color-matched 9.3-gallon sidebags; that’s 33.6 gallons total.
  • Ergonomically designed bucket-type seats with plush, wraparound passenger backrest for unbeatable long-range comfort.
  • Industry’s premier rider support package includes a five-year, unlimited mileage warranty and 24-hour roadside assistance program.
  • The Royal Star Venture S gets chrome accents to the front end.
  • The Royal Star Venture achieves fuel economy up to an estimated 42 mpg** with a fuel tank that holds 6 gallons of gas.

YAMAHA



2009 FJR1300AE


  • For 2009, the FRJ1300AE receives new mapping for YCC-S which aids with improved response while downshifting from neutral.
  • Yamaha exclusive electric-shift five-speed transmission eliminates the clutch lever entirely—now you can click off super-smooth shifts using either the left bar-mounted paddles or the foot-operated gearshift lever.
  • A light-and-rigid aluminum frame, sportbike running gear and standard hard sidebags go beautifully together.
  • Pushbutton adjustable windscreen and a thick comfy seat for two are perfect for comfortable, long-distance riding.
  • The world’s first supersport touring bike boasts standard ABS and adjustable ergonomics that widen the gap between it and common sport tourers to a gaping chasm.
  • Advanced air management system and adjustable bodywork keep the FJR rider looking and feeling cool.
  • Compact, lightweight 1298cc, DOHC, 16-valve, liquid-cooled inline four-cylinder engine delivers power and torque for an unequaled spread of muscle over a wide rpm range.
  • Another Yamaha first: a computer operated clutch and electronic shift actuators eliminate the need to operate the clutch. Yamaha Chip Control Shifting snaps off clean up- and downshifts every time using either the left bar-mounted paddles or the low-effort foot shifter.
  • Engine is a fully stressed chassis member, allowing for a lightweight frame design and balance rigidity for optimal handling.
  • Curved radiator with custom ducting and twin-ring cooling fans keep engine and cockpit cool.
  • Slant-block engine design uses stacked, tri-axis gearbox shafts that help minimize powerplant size while optimizing chassis geometry for balanced weight distribution and great handling.
  • Lightweight forged pistons with carburized connecting rods provide superb strength and reduced reciprocating mass for outstanding high-rpm durability.
  • Patented electroplated ceramic composite cylinder bores ensure greater heat dissipation and thus reduced frictional power loss.
  • Advanced fuel injection system is ideal for long-distance supersport-touring, delivering crisp, seamless throttle response in a variety of altitude/weather conditions.
  • Gearshift shaft features a needle-roller bearing to reduce friction for silky-smooth shifting.
  • Shaft final drive system is super-durable and virtually maintenance-free.
  • Low-vibration crankshaft with two gear-driven secondary counterbalancers help deliver a glass-smooth ride with reduced rider/passenger fatigue.
  • Constant-mesh 5-speed transmission utilizes wide ratios to deliver relaxed long-distance touring performance combined with seamless power and acceleration.
  • Four-into-one-into-two stainless-steel exhaust optimizes engine performance across the powerband.
  • Wet-sump oil system uses an easy-access cartridge-type oil filter mounted on the engine’s left side.
  • Sharp-looking bodywork and air-management system keep the bike and rider cooler; a central vent beneath the instrument panel cools the rider and reduces negative pressure, and fairing side panels with 1.2-inch adjustability let the rider direct airflow.
  • Adjustable ergonomics: the seat can be adjusted by nearly an inch, and handlebar pullback angle is three-position adjustable over a half-inch range.
  • Long swingarm provides even better ride and handling characteristics, and rear spring preload adjustment is a snap.
  • Standard equipment Unified Braking System w/ABS: The front brake lever activates six of the eight front braking pistons; the rear brake pedal activates two rear pistons and the other two front pistons—for balanced anti-lock braking in all conditions.
  • Ergonomically shaped, large-capacity, 6.6-gallon fuel tank offers excellent comfort and range and is constructed of steel allowing for the use of magnetic tankbags.
  • Rear frame with integrated grab handle makes lifting the bike onto the centerstand a snap.
  • An additional catalyst and a heated oxygen sensor are located in the exhaust for increased control range and low emissions
  • Slim profile even with bags in place for excellent in-town maneuverability.
  • Subframe-fitted quick-release luggage mounts provide easy use of the standard accessory hard sidecases, which are conveniently matched to the ignition key.
  • Long dual seat features two-part construction using different foam densities for the front and rear sections, ensuring plush comfort for both rider and passenger.
  • Big windscreen adjusts over a wide range for improved wind protection with little negative pressure.
  • Instrument panel contains an electronic analog speedometer and tachometer; LCD digital odometer, dual tripmeters, gear position indicator, fuel, coolant and air temperature gauges, and clock; lights for neutral, high beam, turn signals, low oil and engine warnings—as well as real-time mileage, average mileage and air temperature.
  • Sleek, cat-eye dual 12V 60/55-watt multi-reflector headlights throws an extremely broad beam for superb visibility and feature easy-access adjustment knobs; mirrors are easy to adjust and retract horizontally.
  • Powerful dual-bulb taillight features integrated turn signals for a slick, one-piece look that’s aerodynamic and conspicuous.
  • Integrated front turn signals with clear lenses add to the FJR1300AE’s cutting-edge aerodynamic bodywork.
  • Glove box contains a 12V outlet for phones, GPS units, electric vests, etc.
  • Standard toolkit located in convenient storage compartment under passenger seat.



2009 YZF-R6


  • Light, powerful and bristling with knowledge gained from years of racing, the YZF-R6 is the most advanced production 600cc motorcycle Yamaha - or anybody else - has ever built.
  • The YZF-R6 was the first production motorcycle with a fly-by-wire throttle system for flawless response under all conditions.
  • YCC-I, Yamaha Chip Controlled Intake, is used on the R6 to vary intake tract length for excellent cylinder filling and a broader powerband. On the higher revving R6, its benefits are even more pronounced.
  • Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
  • The YZF-R6 achieves fuel economy up to an estimated 40 mpg** with a fuel tank that holds 4.6 gallons of gas.
The Engine Control Unit (ECU) has remapped YCC-T settings to optimize power output in each gear, to achieve smooth, linear power delivery out of the turn, with excellent overall drivability.
  • Compact, lightweight 67 x 42.5mm 599cc DOHC 16-valve liquid-cooled titanium-valved four-cylinder has a compression ratio of 13.1:1, for great response. Domed pistons with valve cutouts produce a compact combustion chamber.
  • Fuel injection mapping for the YCC-T—Yamaha Chip Controlled Throttle dual-injector system complements the high compression ratio for great throttle response and reduced engine braking.
  • YCC-I—Yamaha Chip Controlled Intake electronically varies intake funnel length for an amazinglyf broad, smooth powerband.
  • A magnesium subframe removes weight from the rear of the motorcycle for increased mass centralization.
  • Fork height adjustability and rear ride-height adjustment accommodates a great range of riders and tires.
  • YCC-T uses a powerful ECU and multiple sensors to provide perfect, smooth engine response and optimal power whenever the throttle is twisted under all conditions.
  • Twin-injector fuel injection: shower-type injectors above each intake funnel help achieve optimum fuel atomization at high rpm.
  • Slipper-type back torque-limiting clutch greatly facilitates braking and downshifting from high speed. Close-ratio six-speed transmission delivers seamless power and maximum acceleration.
  • GP-style titanium muffler contributes to mass centralization and contains EXUP® for a broad powerband, spot-on injection and emissions compliance.
  • Linerless, direct-plated ceramic-composite cylinder bores mean greater heat dissipation for consistent power delivery and reduced friction.
  • Cool magnesium valve and engine covers are light and stylish.
  • Direct-ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
  • Deltabox aluminum frame incorporates GP thinking in terms of engine positioning and rigidity for the ultimate in 600-class handling.
  • A die-cast swingarm pivots high in the frame, for increased antisquat effect and mid-corner stability. TZ-type chain adjusters ease rear tire changes.
  • Four-way adjustable (preload, high-speed compression, low-speed compression and rebound damping) inverted fork with 41mm tubes increases freedom in setting up for street or track use; soak up the bumps and resist bottoming when braking.
  • Four-way adjustable (preload, high-speed compression, low-speed compression and rebound damping) piggyback rear shock delivers exceptional rear wheel tracking and stability.
  • Dual 310mm front disc brakes use forged one-piece radial-mount calipers and radial-pump front master cylinder with adjustable lever for astounding braking power and feel.
  • The casting technique for the five-spoke 17-inch wheels makes the rims light and strong, not to mention wickedly cool-looking.
  • Built-in lap timer is controlled by a right handlebar switch.
  • Multifunction digital and analog instrumentation features: programmable shift light, digital speedometer, analog tachometer, dual tripmeters with miles-on-reserve function, odometer, water temp gauge and lights for neutral, high beam, low fuel and turn signals.



HONDA


CHOPPER
It's the chopper you would build for yourself - if you had a factory instead of a garage. Introducing the Fury, a machine that radiates attitude and delivers a total riding experience approaching the outer limits of motorcycling. Welcome to the wild side - of Honda.

With hand-built appearances radical enough to turn every head and catch every eye, only the Fury dares to open the door to the most extreme level of custom looks. But once you're rolling, the Fury experience is all about that special bond between rider and machine: the unmistakable big V-twin pulse, the characteristic Vee engine note and the no-nonsense riding stance bring you back to the core elements of riding.

Destined to become a milestone machine, the Fury captures the pure, undiluted chopper essence, places it within easy reach of nearly every rider and then backs it up with the same quality and reliability built into every Honda. It's a radical concept in a unique package, a combination never before offered - until today.

2009 GOLD WING AIRBAG MOTORCYCLE

Call this the fully loaded Gold Wing. This bike has Premium Audio, all-new TPMS and XM Radio, Navigation, ABS —with arguably motorcycling's most revolutionary breakthrough in years: Honda's groundbreaking airbag system, the first of its kind on a production bike. Proof again that the Gold Wing doesn't just set the bar — it raises it.

HONDA 2009 DN-01 (NSA700A)

Honda's stunning new DN-01 is in a class of its own — the world's first crossover bike. Styled like a sportbike, but offering Honda's radical new HFT Transmission, it's an automatic unlike anything you've ever seen. You can shift it into six preset ratios, or you can let it function as a stepless, no-shifting Constantly Variable Transmission, or CVT. The DN-01 is a perfect choice if you're looking to get into motorcycling or if you're just a long-time rider who wants to be on the most cutting-edge bike out there.