A Victory for Power Freaks

Victory Motorcycles has announced a new, high-powered version of the Vegas. The new bike has a set of Stage 2 cams to pump up the output of its 106ci V-Twin. The special edition Vegas will sport 97HP and 113 lb-ft of torque. Victory will only be producing 100 of them, however, and pricing them at $15,999. Oh, and you have to order it before the end of February, for March delivery.

Victory Vegas LE

Yamaha FZ8 Revealed

Yamaha dropped another teaser image of their new FZ8 today. They promise that more information about the 800cc I-4 will be released in March.

Yamaha FZ8 Official Image

As you see, it’s a fairing. On a motorcycle. Which isn’t very interesting, really.

But, the folks at motociclismo.it have captured images of what they say is the the actual production models of both the faired and naked versions of the FZ8.

Aprilia MXV 4.5

Never have I ridden a dirtbike that attracts as much attention as this. Everyone who spies it does a double-take, makes a beeline for my pit area, gives the bike a good once-over and then waxes poetic about the futuristic styling: the shape of the frame, seat and plastic; the far-out front fender supports; the foam-covered air inlets in what appears to be the gas tank; and the dual exhaust outlets under the seat. Yet ironically, most don't notice the very feature that makes the Aprilia MXV 4.5 unique.

It's got two cylinders.

It's been a few years since the Italian company introduced its family of 450 and 550cc dual-sport and supermoto twins, and the motocrosser is the latest addition. Much more than a merely stripped-down version of its predecessors, the 'crosser features a heavily revised frame and engine aimed at optimizing power and weight.

Throw a leg over the MXV and, aside from the filler cap for the underseat gas tank being right in your crotch, most of the weirdness disappears. Until you kick-start it, and the fuel-injected, 449cc V-twin responds by revving out for a few seconds before falling back to idle, sounding like a pair of 250s parked side-by-side.

At low revs and slow speeds, the engine is torquey and tractable, pulling cleanly through technical sections and out of tighter corners. At higher revs and faster speeds, you'd better hold on tight, because this thing is a rocket! Fortunately there's a switch that lets you toggle from Hard to Soft engine maps, which is a real boon when you're tiring toward the end of a long moto. The spread of power from just above idle to 12,500 rpm is so broad that I didn't even realize the MXV had a four-speed gearbox until I read the specs afterwards! Those wanting more power have the option of switching the ignition timing from the standard Big Bang to Screamer mode, though you'd have to be seriously demented to do so.

From its spaceship styling...

read full caption

From its spaceship styling to its twin-cylinder engine, there's never been another motocrosser like the Aprilia MXV 4.5. We're not sure where you're supposed to stick your numbers, though.

Handling is excellent, particularly on the fast, rough tracks that are common in Europe (go figure). The spring rates felt too soft under my 200-plus pounds when landing off big jumps, and more so after shock fluid began seeping past the compression adjusters. But over big, sandy, desert-style whoops or braking bumps, the MXV was magic. Steering is better in fast sweepers than slow switchbacks, and the 238-pound (dry) bike does feel a tad heavy when it gets out of shape. Also, the engine is a bit low and wide, so the footpegs drag in rutted corners. But overall, this is a fine first effort from a company that most people don't realize started out making dirtbikes before turning its attention to the street.

The MXV 4.5 only really has two shortcomings. First, its twin-cylinder engine makes it illegal for AMA Pro Racing; check your local club's rules before you sign on the dotted line. And second, at $8499 it's expensive for a dirtbike, even compared to its fellow European exotics from Husqvarna, Husaberg and KTM.

That price won't seem so high to street riders, however, particularly those who've shelled out $15K or more for an Aprilia, Ducati or MV Agusta. And truthfully, if you've got one of those parked in your garage, the MXV 4.5 is the only worthy stablemate shod with knobs.

Particularly if you like being the center of attention.

tech
Spec

Price	$8499
Engine type	l-c 77-deg. V-twin
Valve train	SOHC, 8v
Displacement	449cc
Transmission	4-speed
Claimed horsepower	na
Claimed torque	na
Frame	Aluminum/steel composite
Front suspension	50mm Marzocchi inverted fork with adjustable compression and rebound damping
Rear suspension	Sachs shock with adjustable spring preload, high/low-speed compression and rebound damping
Front brake	Nissin two-piston caliper, 270mm disc
Rear brake	Nissin single-piston caliper, 240mm disc
Front tire	80/100-21 Dunlop D756F
Rear tire	120/90-19 Dunlop D756
Seat height	37.8 in.
Wheelbase	59.0 in.
Fuel capacity	2.0 gal.
Claimed dry weight	238 lbs.
Contact	www.apriliausa.com

Suzuki TU250X - Retro Redux

From across the street, you'd be forgiven if you mistook the new Suzuki TU250X for a well-kept T250. Except for the single-cylinder four-stroke engine, front disc brake and a few other modern amenities, it pretty much is a '71 T250. Small, lightweight and stylish, the TU is great for beginners or nostalgic riders who want the retro look coupled with modern reliability and performance.

The little Suzuki is powered by an efficient 249cc air-cooled single, updated for the 21st century with fuel injection and electronic ignition for instant starts and smooth running in all conditions. Replacing the blue haze of its pre-mix predecessor, the TU sucks straight 87 octane. To keep emissions low, exhaust is treated to a last-minute dose of fresh air from the well-hidden pulse-air plumbing before being forced through a catalytic converter housed within that tapered chrome muffler.


2009 Suzuki Tu250x Right Side View
The TU has the stability of a low-slung scooter, with the comfort to match. The saddle is generously padded, as is the pillion seat.

The 18-inch spoke wheels and large fenders exude classic style. Smooth lines, lustrous paint and an inviting size attract the eye, but look a little closer and you'll see a number of styling details usually reserved for more expensive models. The bar ends, horn, chain guard and various fasteners are chrome-plated-not the sort of attention to detail you'd expect on a bargain-priced motorcycle. Even the engine cases and fork lowers have been polished, adding to the TU's glimmering appearance. Kudos to Suzuki for cramming so much style into such an affordable package.

Bulbous side panels conceal most of the engine's unsightly life-support systems, keeping the engine window clean and uncluttered. Turn the right-side screw with a coin and the panel pops off to reveal the battery, fuse box and tool kit. Removing the left-side cover provides access to the air filter.


2009 Suzuki Tu250x Wheel
Braking duties are handled by a 275mm rotor and Gladius-spec Tokico two-piston caliper. A surprisingly effective drum brake resides out back.

Slip into the TU's sumptuously padded saddle and the swept-back bars place your hands at an agreeable height and width. Large, rubber-swathed footpegs offer a secure perch, with the big, knurled rear brake lever and shift lever within easy reach. A simple analog speedometer with odometer and tripmeter grace the top of the chrome headlight bucket. The minimalist dash is finished with large neutral and low-fuel lights inset in the black triple clamp.

Dab the starter and the little single jumps to life, settling into a barely-audible pitter-patter idle. Not too experienced with a clutch? The TU's short gearing and robust low-rpm torque make learning the basics simple. Setting the bike into motion is as easy as releasing the clutch lever. Left to idle, the 250 will creep along steadily at walking speed.

Once underway, the TU feels smooth and stable, propelled by a gentle wave of tractable power. A long wheelbase and low center of gravity contribute to a planted feel, whether plonking along in a parking lot or cruising down the boulevard. Power is sufficient to get the jump on city traffic, but brisk acceleration requires quick movement through the five-speed gearbox and a heavy hand on the throttle. Shift action is succinct, but things can get sticky when the engine gets hot sitting in traffic or after sustained high-rpm cruising.

2009 Suzuki Tu250x Engine
Like on its bigger brothers, Suzuki Composite Electrochemical Material (SCEM) cylinder plating has been applied to the little TU to help improve power, efficiency and longevity.

Although its small size and humble displacement are best suited to cross-town jaunts or gentle back-road meanders, the Suzuki fares pretty well on the freeway. With the throttle rolled to the stop it tops out at about 85 mph, with the engine turning at what sounds like 8000 rpm. At freeway speed vibration is minimal, and the large mirrors provide a clear view of the rushing commuters bearing down on you. Despite the narrow 90/90 Cheng Shin front tire, the bike is unruffled by rain grooves and pavement irregularities, thanks no doubt to its generous trail. Braking equipment is more than ample to quickly slow the little TU from maximum speed, and the front brake lever has a taut, responsive feel. With 3.2 gallons of the cheap stuff on board, you can easily ride 150 miles between fill-ups. With a gentle wrist we were able to get about 68 mpg. Caning it on the freeway dropped that figure to 50 mpg.

The TU's 30.3-inch seat height and 328-lb. wet weight mean even smaller riders shouldn't find it a handful. The relaxed ergonomics proved acceptable to a surprisingly broad spread, from our tallest (6'2") to our shortest (5'4") test riders. Chalk it up to that soft, wide seat and those excellent handlebars.

While classic styling and an affordable price tag will attract riders to the TU250X, its sweet demeanor and reliable performance will seal the deal. If you're looking for a retro-style commuter or a friendly first bike, this just might be it.

2010 NEW APRILIA RSV4R Released

2010 NEW APRILIA RSV4R

2010 NEW APRILIA RSV4R

2010 Aprilia RSV4R, a cheaper adaptation of the RSV4 Factory. Instead of Ohlins suspension, the RSV4 R gets a Showa bend and Sachs shock, its 60-degree V4 makes do with aluminium genitalia instead of the Factory's magnesium bits, and the anatomy isn't adjustable for swingarm axis point, council arch bend and agent position.

2010 NEW APRILIA RSV4R black edition

The decidedly cheaper RSV4 R's Showa/Sachs abeyance is absolutely adjustable and the agent still produces 180bhp (though we doubtable it may not be able to rev as aerial and/or as bound as the RSV4 Factory's engine). Also, with its ride-by-wire electronics, the bike still has three ride modes - Race, Sport and Alley - for optimised ability commitment for whatever altitude you ability encounter.

Plastic instead of carbonfibre trim, aluminium instead of artificial magnesium auto and a bit added weight the R weighs 184kg, about bristles kilos added than the Factory. Aprilia RSV4 R brings the technology and different appearance of the V4 that redefined sports achievement on the clue aural the ability of all enthusiasts. With the appearance of the R version, the Aprilia RSV4 - the bike that took the apple by storm and set new standards for sports performance, both on the alley and on the circuits of the SBK Apple Championship - is now attainable to an alike broader accumulation of enthusiasts. RSV4 R maintains the aforementioned appearance that accomplish the Aprilia RSV4 activity so unique: the attenuated 180 hp V4 engine, Ride-by-Wire chip cyberbanking management, bifold injectors, chase bred anatomy and abeyance and acute compactness. Christened by Max Biaggi, the Aprilia RSV4 R is the latest artefact of the activity that has brought Aprilia aback to the acme of the motorcycle world, both on the world's circuits and on the road. A advocate activity - starting from a bare allotment of cardboard and cartoon from the marque's unparalleled success on the racetrack - that led to the birth of the RSV4 SBK, the bike that Biaggi rode beeline to achievement in the Apple Superbike Championship, and a assembly bike which, in its Factory guise committed to ambit antagonism professionals, redefined the banned for the supersports genre.

2010 NEW YAMAHA YZF-R1 Launched in India

2010 NEW YAMAHA YZF-R1 Released

2010 NEW YAMAHA YZF-R1 black edition

2010 new Yamaha YZF R1 is accessible in 24 called CBU dealerships of Yamaha in 13 countries including four Yamaha Shops placed in Mumbai, Pune, Delhi and Kolkata. It is accessible at a amount tag of INR 12.5 lakhs (ex-showroom, India). The colors offered are bluish white, brownish atramentous and blue. We will absolution the latest YZF-R1 in India in 2010. This motorcycle will be added big-ticket than the YZF-R1 current, but still the aforementioned 998cc agent engine, "said National Business Head Yamaha Motor India Pankaj Dubey.

2010 NEW YAMAHA YZF-R1 white edition

YZF-R1 ahead appear in India in 2007 with a archetypal MT-01. Yamaha targets college sales up 50% in the Indian bazaar abutting year with sales 2.2 actor units and 70,000 units for export. NEW YAMAHA YZF-R1 be appear in the accident Auto Expo in New Delhi india, January 2010.

2010 Aprilia Mana 850 GT ABS

It's Monday morning on a bright June day in the Italian Dolomites, and if there's a better place to be riding a motorcycle, then I'm not aware of it. The air is crisp, the mountain views stunning, and the road is twisty, smooth and almost deserted.

The automatic-transmission Mana GT I'm riding is doing a fine job of living up to its surroundings. The Grand Touring version of the more suburban Mana, the GT comes equipped with a half-fairing, readying it for rides that take you far beyond the city limits. The GT's new fairing does a fine job of deflecting the chilly mountain air off my chest, but just in case the weather takes a turn for the worse, I've stashed my waterproof jacket in one of the spacious accessory saddlebags ($913.40). Arcing through the fantastic curves of these mountain roads, the new Mana feels roomy, comfortable and well equipped-ready to climb mountain passes all the way to Switzerland and beyond.

Performance is pretty good, too. The Mana accelerates out of hairpin bends with a satisfying midrange punch, heading for a top speed of about 120 mph. The 839cc V-twin produces a throaty exhaust note that rises and falls rapidly as I thumb through the seven-speed sequential gearbox. Alternatively, I could use the foot shift lever, though it feels pretty odd to operate it without a clutch. Switching to automatic mode means the CVT takes care of everything-all I have to do is point the bike where I want it to go. But on these technical roads it's more fun to take control of the engine.

When it comes to shedding speed, the Mana benefits from a powerful braking package complete with competent ABS circuitry as standard equipment. The GT navigates corners quite well thanks to its well-chosen geometry, well-damped suspension and reasonably sticky Pirelli Angel ST tires.

The Mana has a fair share of scooter-style practicality. The 4.2-gallon fuel tank lives under the seat, allowing the dummy tank to act as a lockable storage compartment. Large enough to hold my XL Arai, the compartment features a small dome light as well as a power outlet for charging a cell phone, iPod or GPS unit.

The potential for combining commuting chores with more interesting riding makes the Mana unique, especially with the GT model's additional wind protection and saddlebags. The windscreen is height-adjustable, though not by much. The seating position is unchanged from that of the standard Mana, offering roomy and comfortable ergonomics suitable for long hauls.

The Mana's main drawback is the power-robbing influence of its CVT transmission, which reduces output to a claimed 76 horsepower. Despite having nearly a 100cc displacement advantage over Aprilia's manual-shifted Shiver, it's not nearly as fast. The good news is that Aprilia has added a fairing and ABS without adding too much to the bottom line. The previous Mana (which will no longer be sold in the U.S.) sold for $9899, while the 2010 Mana GT will sell for $10,599.

All of which means that the Mana GT, even more than the standard Mana, is likely to appeal to riders who want one bike both for urban commuting and longer trips. If that sounds like you, the GT is worth a look. It can certainly improve Monday mornings-especially if you head for the mountains.

Yamaha YZF-R1 LE

There's no arguing that Valentino Rossi is the greatest of all time. The 30-year-old Italian has eight world championships to his name and at press time was leading the '09 title chase. He's the only rider ever to win world titles in five different displacement classes, and he has more premier-class victories than anyone in the history of the sport. In 223 Grand Prix starts, Rossi has scored 103 wins, 161 podiums, 57 poles and 81 fastest laps. It's a record of incredible depth and diversity that will likely never be equaled.

Beyond his race résumé, Rossi brings an equally legendary sense of humor to the over-serious world championship realm. A man of many nicknames, known for his outrageous cool-down lap antics, "The Doctor" exhibits his playful wit at every opportunity. His helmet always tells a story. Sun and moon imagery (signifying his two-sided, playful and serious personality) are the only constant. The rest of the graphics are ever-changing. Greatest hits include his own terrified visage ("What my face looks like at the end of Mugello's front straight"), a donkey's face ("I felt like such a donkey after falling off at Indy") or the image of his late, beloved bulldog Guido adorned with angel's wings. Valentino presents himself as a uniquely funny and fun-loving individual-a stark contrast to serious, seemingly soulless rivals such as Dani Pedrosa and Casey Stoner.

Rossi is successful, one of the 10 highest-earning sports figures in the world ($34 million in 2007) according to Sports Illustrated magazine. He's superstitious, choosing to display #46 (his father Graziano's GP number) instead of the #1 traditionally worn by defending champions. And he's intensely loyal to his friends, seldom seen off the bike without Uccio, his childhood buddy who now acts as his personal assistant and confidant. Even his extended circle is never far from his mind, evidenced by the "Tribu Dei Chihuahua" fan club decal on his helmet.

Valentino Rossi is, in other words, exactly the person you want to be. He's fast, funny, amazingly successful yet still humble, adored by men, women and children, friend to the animals and filthy, stinking rich. And while it's unlikely that you'll ever be as fast, funny or fortunate, in 2010 you can at least look like him. Yamaha's new YZF-R1 LE is dressed up with decals lifted from Rossi's factory Fiat Yamaha, the graphics package correct right down to "The Doctor" decals on the windscreen, the #46s front and rear and the reproduction of Vale's signature on the fuel tank.

Unfortunately, unlike the bumblebee '06 YZF-R1 LE that featured upgraded Öhlins suspension, Marchesini wheels and more power, this latest $14,500 version is mechanically identical to the $13,290 base model. That's not to say the Rossi Replica is a complete pretender, however: Except for Ducati's ultra-exclusive Desmosedici RR, no other production streetbike shares so much DNA with its MotoGP forebear. Its unique crossplane crankshaft, sophisticated electronics and suspension technology are lifted straight from Rossi's YZR-M1.

Yamaha's MotoGP engineers first adapted crossplane crankshaft technology to tame the M1 racer's savage, 250-horsepower output. This layout locates each connecting rod 90 degrees from the next, rather than 180 degrees apart as on a conventional crank. This geometric shift, coupled with an irregular firing interval (270-180-90-180 degrees), lets the engine build power more smoothly, which enhances rear grip, improves throttle feedback and makes the R1 hook up and haul out of a corner like no other inline-four sportbike on the market. Yamaha Chip-Controlled Intake (YCC-I) runners snap from a low end-boosting long position to a shorter, top-end enhancing length at 9400 rpm, broadening the power spread and concealing the slight decline in peak power inherent in the crossplane crank configuration.

More techno-trickery in the form of an all-digital Yamaha Chip-Controlled Throttle (YCC-T) provides electronic throttle activation for improved throttle response, and also enables D-Mode functionality that allows the rider to toggle between three preset drive modes with the flip of a switch. Unlike other systems that alter power delivery by fudging ignition and injection timing, D-Mode simply alters the speed at which the YCC-T opens the throttle plates. In addition to the baseline standard setting, A-mode sharpens throttle response by 30 percent while B-mode softens it by a similar amount.

The R1 also borrows chassis technology from the M1. A controlled-fill, die-cast magnesium subframe cuts pounds and centralizes mass, while a bottom-mount rear-suspension link better resists squatting under acceleration. The fork separates damping, with compression in the left leg and rebound in the right. This keeps one circuit from negatively influencing the other, improving adjustability and optimizing road-holding performance.

Mechanically unchanged for 2010, the R1 still sounds and feels like no other literbike. It works, too: Not only did the R1 win our "Class of '09" sportbike comparison, it also earned our 2009 Motorcycle of the Year award. Yamaha saw no reason to mess with a good thing. Production of the Rossi Replica R1 is limited, and consumer interest has been strong despite a down market for sportbike sales. Chalk up another victory for Rossi's star power.

And who knows? Next year might be your last chance to score a Rossi Replica motorcycle. His current Yamaha contract is up at the end of 2010, and persistent rumors suggest he'll exit motorcycle competition and take up auto racing. Rossi has already won a World Rally Cup event in a factory Subaru, beating his boyhood hero, the late Colin McRae, in the process. He's also test-driven a Ferrari Formula 1 car, lapping within a second of F1 superstar Michael Schumacher. Schumi says Rossi has "immense talent" and would be immediately competitive. An Italian native as high-profile as Rossi driving for Italy's proudest carmaker would no doubt prove irresistible to race fans, and would almost certainly be worth any fee Rossi might demand. With nothing left to prove on two wheels, what's to stop him from making the jump to four?

Maybe the next Rossi Replica will be painted red. In the meantime, Yamaha will gladly sell you the same technology that helped make Vale such a successful motorcycle racer-and now you can even have the same graphics, too.

Jackass helmet sold separately.

Wakan 100 Roadster

How did a country that's still in love with Jerry Lewis, Smurfs and mayonnaise on French fries come up with this? Once you rule out divine intervention and the second coming of Carroll Shelby, it all comes down to an engineer by the name of Joël Domergue, who has been working on the Wakan 100 Roadster in one way or another since he was 14. He was bitten by American muscle-cars in general and Shelby's AC Cobra in particular-the glorious improbability of a crazy, retired racer from Leesburg, Texas, stuffing 7 liters of Ford V8 into a spindly little British roadster. Nobody else had come up with a two-wheeled interpretation, so Domergue built this one.

Inspiration was imported from America, along with 100 cubic inches of S&S V-twin power, an Andrews transmission and a Gates drive belt. The 41mm Keihin flat-slide, downdraft carburetor is from Japan, and the forged-aluminum Marchesini wheels and 46mm Ceriani inverted fork come from Italy. The most significant French component is Domergue himself, a former nuclear engineer who got his start in the motorcycle business building Scorpa Trials bikes in 1993 with first Rotax and then Yamaha engines. After selling Scorpa earlier this year, he poured the proceeds and his considerable manufacturing savvy into Wakan, a sacred word from the Lakota Sioux language that roughly translates to "spirit in ours."

The motorcycle itself is a faithful rendition of Shelby's 425-horsepower icon, and the engine is still the star of the show. The 120-horse S&S twin hangs from a TIG-welded chromoly steel-tube backbone that doubles as an oil tank. Intake air enters through a stylized 6-71 supercharger muzzle atop the airbox disguised as a fuel tank, which feeds the aforementioned carburetor. Fuel injection is coming. A roto-molded nylon fuel tank takes 3.4 gallons of super unleaded through a filler cap behind the solo seat. Once you're there, Wakan means two cylinders, two wheels and the road.

That's mostly a good thing. The dry clutch takes a healthy pull, and more stopping power up front would be nice. Otherwise, racy steering geometry leading a short, stiff chassis delivers more agility than anything else with pushrods under the hood. There's enough steam to crack 150 mph if you can hang on that long. But then again, hanging on to something like this is half the fun.

Domergue figures to sell 75 percent of the (very) limited-production Roadster in the U.S., though at press time the bike was awaiting official homologation, so you'd have to handle that yourself. But as long as you've been really good, that shouldn't be a problem. Mr. Claus has connections at the EPA.

tech SPEC
Price	$47,000
Engine type	a-c 45-deg. V-twin
Valve train	OHV, 4v
Displacement	1640cc
Transmission	5-speed
Claimed horsepower	120 bhp @ 5750 rpm
Claimed torque	120 lb.-ft. @ 4250 rpm
Frame	Tubular-steel backbone
Front suspension	46mm Ceriani inverted fork with adjustable spring preload, compression and rebound damping
Rear suspension	Sachs shock with adjustable spring preload, compression and rebound damping
Front brake	Six-piston AJP caliper, 340mm disc
Rear brake	Two-piston AJP caliper, 220mm disc
Front tire	120/70ZR-17 Michelin Pilot Power
Rear tire	180/55ZR-17 Michelin Pilot Power
Seat height	31.0 in.
Wheelbase	54.3 in.
Fuel capacity	3.4 gal.
Claimed dry weight	403 lbs.
Contact	www.engmore.com

Kawasaki’s 2010 Motorcyles

Big Green has released the details of the 2010 model line today, and some of the changes are pretty nice. Some of them are simply…meh.

2010 ZX10R

First up is the 2010 ZX-10R Ninja. This is one of the “Meh” entries in the lineup. Not much new to talk about here. They’ve modified the bodywork a little bit. They’ve changed the steering damper to a new–and presumably better–one. And they’ve painted the muffler black. Other than that, next year’s ZX-10R is pretty much status quo ante.

My best advice is to wait for a year if you want a big Ninja. Supposedly, Kawasaki is gonna put the bike through a complete redesign for the 2011 model year. Until then, the new Ninja is pretty much what the old Ninja was.

2010 Versys

Another “meh” is the 2010 Versys. It has new headlights, that kind of have a BMW R1200R kind of feel. But it’s is, again, pretty much the same bike as this year’s.

I think we’re done with the “Meh” bikes in the line-up, though.

2010 Concours14

There are some nice changes to Kawasaki’s premier sports tourer. Not, unfortunately, some of the changes rumored earlier this year, like the night vision and HUD I wrote about a while ago. Instead, the Connie gets something called KTRC, Kawasaki’s first-ever traction control system. Also new is the the K-ACT II anti-lock braking system to control those panic stops, a larger windscreen to solve the complaints about the effectiveness of wind management, bodywork redesigned for better heat management, heated grips, upgraded suspension, and new Bridgestone tires.

Oh, and it’s blue. Blue is nice.

2010 Z1000

The Z1000 is the bike where major changes have occurred. The current incarnation of the Z1000 is OK…but just OK. Nice, but the power is kind of soft and squishy. The new Z1000 looks like a big step forward. It’s pretty much a completely new motorcycle, in fact.

First, the engine is completely new. It’s a 1043cc I-4 power plant adapted from the ZX10R, and it provides 136HP and 91lb-ft of torque. That’s a serious improvement over the current incarnation’s 953cc mill from the ZX-9. That means noticeably better acceleration, and improved top-end speed.

Next, the steel backbone frame is gone, replaced by an all-aluminum frame with a monocoque main spar. Fuel storage is now beneath the seat, so the narrower frame and changed fuel tank offers a narrower profile for better knee gripping. That’s helped by the narrow bottom and flared top of the…uh, whatever the thing on top now is, instead of a fuel tank.

There are lots of suspension changes, too, with the rear suspension being an all-new “horizontal” design, and more aggressive front-end geometry.

The styling has been updated, too, giving it a noticeable B-King vibe, but whether that’s a good thing or not is in the eye of the beholder.

2010 CR&S Duu Cruiser

Buell Motorcycles may be gone, but their influence lives on in this new cruiser from CR&S, which will available in limited numbers–and only in Europe, alas–for 2010.

2010 CR&S Duu Cruiser

Notice, if you will, the underslung exhaust and odd side pods, so reminiscent of the Buell 1125R. It even has a V-Twin powerplant. Air cooled. With push rods.

The similarity ends there, however. The engine isn’t a re-engineered Evo, but a massive 1,916cc v-twin motor. The side pods house the headlights, rather than air scoops for the (non-existent) radiator.

The company showed this off as a concept bike in August, but apparently it was a pretty concrete concept. It had to be if they’re ready to produce it now.

They haven’t released any figures on weight or horsepower/torque, but it certainly looks beefy with that huge engine filling up the space under the tank.

At €20,000 (about $35,000 at today’s rate of exchange), it certainly is a pricey beast, but since they’ll be making about…oh, let’s say 50 or so of these bikes over the next year, I’m sure they’ll find the buyers they need to take it off the factory’s hands.

2010 BMW R-Series Motorcycles

By far the most popular search that leads people to this site, is a search for the rumored variants of the BMW R1200RT for 2010, such as “R1300RT”, or R1250RT”. Everyone seems to want to know what the 2010 version of the BMW R-bikes are going to be.

Well, now we know. It’s the R1200RT, and R1200GS.

2010 BMW R1200RT

BMW announced today that the 2010 R-Series bikes will all sport a DOHC Boxer motor derived from the Hp2 Sport. Unlike the HP2 Sport, however, the R Engine will rev lower, and put out less horsepower.

So, the horsepower figure for the R-series Boxer will remain unchanged at 110HP, but torque will increase by 3lb-ft to 88lb-ft at an unchanged 6,000RPM, for faster acceleration. The redline will increase to 8,500 RPM from the current 8,000rpm.

The R1200RT will receive an updated fairing and windscreen, designed to offer better wind protection. The instrument panel has also been updated, with redesigned instruments and a visor to help keeps the sun’s glare off a bit better. Also updated are the handlebar controls, with the old-style paddle turn signals on each side being replaced by standard turn signals. An additional control is a rotary thumbwheel on the left handgrip to allow the rider to cycle through all the stereo options without taking his hand off the grip. The stereo itself gets rid of BMW’s CD player, although a jack is provided for external audio sources.

2010 BMW R1200GS

TheR1200GS is visually unchanged from the previous year’s model, except for the cylider covers, which have two bolts, instead of four. The new engine, on the other hand also gets the 110HP output, and increase of 5 horsies over last year’s. There’s also an accessory LED headlight for a few extra bucks.

Overall, the change to the DOHC engine doesn’t provide as much oomph as I would have expected, considering that the HP2 engine actually puts out 130HP in the HP2. I would’ve thought that BMW would have added more ponies to the R-series boxer, rather than upping the torque a bit.

I’m also a little disappointed in the new styling for the R1200RT. I think last year’s version looked better, and came in better colors than white, beige and two-tone gray and white. Overall, I suspect that GS afficionados will be a bit more pleased with the 2010 update than their RT brethren.

There’s tons of detail available from BMW about the new models in PDF format, which you can acquire here for the GS, and here for the RT.

EICMA Goodies

The new bikes are now being officially unveiled at the EICMA show in Milan, and it’s a nice crop so far. Ducati and MV Agusta have made the big splashes today, with MV showing off the 2010 F4, and Ducati releasing the long-awaited Multistrada, as well as the Hypermotard 1100 EVO.

Click on any of the pics below to enlarge.

2010 MV Agusta F4

Let’s start with the 2010 MV Agusta F4. MV Agusta says that they’ve updated the Tamburini design to a more modern look. If by modern, you mean “acutely angled and sort of ugly”, well, I guess they did. There’s lots of improvements under the fairing though, getting an additional 3 HP out of a 3cc smaller 998cc engine, and shedding 22lbs of dead weight. It also comes with a 8-level traction control system, a new chassis, swingarm, and 4-1 exhaust system.

2010 Ducati Multistrada

The 2010 Ducati Multistrada has a new 150HP engine pushing 417lbs down the road. The new powerplant is called the Testastretta 11° engine, and comes with a nice slipper clutch, because while a slipper clutch might not be a usual requirement for an on-road enduro bike, it should be for a Ducati.

There will be three variants of the Multistrada:

• The 1200 base model with ABS brakes,
• The 1200S with the new Ducati Electronic Suspension (DES) system and Öhlins suspension components,
• And, the 1200S Touring with all the above and hard bags.

2010 Ducati Hypermotard 1100 EVO SP

“Hypermotard” always seems like some sort of non-PC epithet you’d call a developmentally disabled dirt-biker, But the Europeans seem to disagree, so we’ll use their unflattering word for the Ducati Hypermotard 1100 EVO. It’s got 95HP and weighs 379lbs, which is 15.5 less than last year. There’s also an EVO SP model. It’s got an upgraded suspension, with an Öhlins setup in back and Marzocchi forks up front.

2010 Ducati 848 Dark

Finally, Ducati released a poor man’s 848, called the 848 Dark. It should retail for about $1,000 less than the base model of the 848. Nobody seems sure yet how they’ve downgraded it from the “base” model. But if you want a cheap, black Ducati 848, here you go.

2010 Moto Guzzi Norge GT 8V

oto Guzzi has announced the newest generation of their Norge sport-tourer, the Norge 8V. New for 2010 is a new 1200cc L-twin with 4 valves per cylinder, as well as a redesigned fairing for better heat management and weather protection, and some more comfort features.

The Italian Eagle’s press release describes the new generation of the Norge in glowing terms, but that’s all PR stuff, so, if you want to read it, it’s below the fold.

There are few spoecs available yet, but MG claims 83lb-ft of torque at 5,800RPM, and “more than 100HPin power, all at a maximum rpm nearly that of an automobile”, whatever that means. The gearbox has six speeds, and seat height is 31.5 inches.

It’s certainly a pretty bike–all the MGs are–but at 100HP, it’s the least sporty of the sport-tourers. And, of course, here in the US, dealer network support is even sparser than BMW’s.

BMW Concept 6

BMW introduced an inline six-cylinder café racer concept at the 2009 EICMA show in Milan, Italy.

Inline-six engines have a staple in BMW’s automobiles for decades and the German manufacturer’s motorcycle division took on the challenge of adapting the straight-six to a bike without making it too long or too wide. The result is the BMW Motorrad Concept 6, and an evolution BMW says “will further expand the K-Series in the foreseeable future”.

The Concept 6’s engine is about four inches slimmer than BMW’s production inline-six engines, making it just a bit wider than a large-capacity four. To keep the width down, the engine has a relatively long stroke with very small gaps between cylinders. Electrical ancillaries and their drive components are positioned behind the crankshaft and above the transmission to further minimize engine width.

2010 Honda VFR1200F

After months of anticipation, Honda released the images, specifications, and availability details of the new VFR replacement, the VFR1200F.

Let’s start with the pictures. Shown below is the only version that will appear in the US,with its red livery. Why the euros get multiple color choices, and we have to be satisfied with a single color is beyond me, but here it is. Click the thumbnails to enlarge.

I have to say right up front that the looks don’t grab me. The blunt nose with the odd-shaped headlight just don’t do it for me. Maybe the look will grow on me, but the first impression doesn’t…impress.

The specs for the bike are more to my liking, and pretty interesting.

First up, it’s a serious step up in power from the current generation VFR. Honda claims an output of 170HP at 10,000RPM and 95lb-ft of torque at 8,750RPM from the 1237cc V-4 power plant. However you slice it, those are very respectable numbers, and a big leap from the current VFR. The engine also sports variable cylinder technology that uses two, three, or four cylinders, depending on throttle input. The four cylinders are set at different angles, with the rear two cylinders located innermost on the crankshaft and the front cylinders located outboard in order to narrow the rider’s seating position.

The buyer will have a choice of transmissions. You can choose a standard 6-speed transmission, or spring for the dual-clutch 6-speed transmission, with a manual mode that shifts via a finger paddle on the handlebars, a la the FJR1300AE, and two automatic options: one for sport, which takes each gear to the redline before shifting, or a short-shifting economy mode. Power gets from the tranny to the rear wheel via a brand new shaft drive system that sports an offset pivot point and sliding constant-velocity joint to eliminate driveline lash.

Rear suspension for the VFR is a Honda Pro Arm® single-sided swingarm with single gas-charged shock with a remote spring preload adjuster, adjustable rebound damping and 5.1 inches of travel. Front suspension is provided by a 43mm inverted cartridge fork with adjustable spring preload and 4.7 inches of travel. But not, apparently, rebound damping. The latter may be a consideration for some.

You may have already noticed the two-tone fairing. That’s part of Honda’s new air management system. Honda calls this “layered fairing technology”, and explains it as follows:

By effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimized and the hot, exhausted air is channelled away from the rider and passenger for a cooler, more comfortable ride. The heat generated by the powerful, enclosed V4 engine is also channelled away to keep hot air away from the rider.

Apparently, Honda gave some thought to heat management in precisely the way that Yamaha and Kawasaki did not when creating the first gen FJR and Concours14.

Unfortunately, it doesn’t appear they gave as much thought to travel range, with the VFR1200F having only a 4.9 gal tank. This is a serious deficiency if the VFR is supposed to do any serious touring. Even worse is the claimed 36.5 MPG fuel efficiency. Taking Honda’s claims at face value give the VFR1200F a maximum fuel range of 179 miles. Both the efficiency and range seem a bit low for a bike that uses variable cylinder technology for economy. In fact, that’s just plain low, no matter what. This is the biggest disappointment I can see from the claimed specs. It’s a gas hog with a small tank. Great.

It’s also a pretty big bike–though significantly smaller than the ST1300–with a curb weight (full of gas and ready to ride) of 591lbs for the standard transmission model and 613 lbs for the super-tranny version. It’s still lighter than an FJR or Connie, but significantly heavier than most sport bikes.

Bringing all that weight to a stop comes from dual full-floating 320mm discs with CBS six-piston calipers with ABS in front, and a single 276mm disc with CBS two-piston caliper with ABS out back. Supporting it all is a vacuum-molded, cast aluminum chassis.

And if you want to add a little more weight, there are several accessories for the VFR. There are fairing extenders to get your hands out of the wind. Windshield extenders to do the same for your head. There’s full luggage–albeit somewhat smaller than the usual run of touring bike luggage–for long trips. There’s even a navigator, so you wont get lost. For a brand new bike, Honda seems to have really gone all out to provide lots of farkles for it.

So, now we’ve seen the pics, and we’ve read the specs. And I have just one question about the VFR1200F.

What is it?

Is it a sport bike? if so it seems awfully big for it. Hustling a 600 lb bike through the twisties can be done, of course, but all that extra weight has inertia to match, which limits its canyon-carving ability.

Is it a touring bike? Then why is the tank so small, fuel range so compromised, and the luggage so downsized?

Is it a ‘Busa-style superbike? Then why only 170 horses? Ultimately, a ‘Busa or ZX-14 will be admiring it in their rear-views.

The more I look at it, the more it seems like a niche bike without a…niche.

I really wanted to be impressed with this bike. I thought that with all the new technology we’d be getting…I dunno…more. What it is, though, seems like a bastardized compromise between a sportbike and a sport-tourer that does neither of those things very well. For a sportbike, I’d want it lighter, with a shorter wheelbase. For a tourer, I’d want better mileage and range.

Of course, if you want a compromise bike, it seems like the VFR1200F will deliver that in spades.

The Commando is Back

The Norton Commando is one of the iconic bikes of motorcycling. Back when I was a kid, and the average rider was tooling around on a 500cc BSA, the Norton Commando was the bike to have if you wanted a big, hellishly fast–in 1970 terms–motorcycle. Sadly, when Nortun went TU several years ago, the Commando disappeared…until now.

2010 Norton Commandos

Stuart Garner’s revived Norton Motocycles is now offering the 961cc Commando for the 2010 model year.

The 961 Commando will come in three models: the SE, Cafe racer, and Sport models shown here.

The differences are mainly stylistic, as all three models come with a 961cc parallel-twin, dry sump, pushrod engine, much like the venerable original, which is rated at 80HP at 6,500RPM, and 59 lb-ft of torque at 5,200 RPM.

They all sport Öhlins suspension with full adjustment. Stopping power is provided by twin Brembo 320mm semi-floating hi-carbon stainless steel discs & Brembo 4 piston radial calipers up front, and a single Brembo 220mm disc, with Brembo 2 piston “Gold Line” calipers out back. A 5-speed gearbox sends the power to the rear wheel via a 525 O-ring chain drive.

The three models have minor weight differences, but the ball park is 415lbs dry, although oil, hydraulic fluid, and enough gas to fill the 4.5 gallon tank will add another 50 pounds or so.

Toyota Motorcycle?

While covering the SEMA show this year for AutoGuide.com, we came across this concept bike that was displayed in the Toyota booth. Other than the information plate that was posted beside the fenced off bike, no one in the booth had anymore info or news about it.

Check out a list of specs after the jump.

Bike Specifications:

• Specially lightened and polished frame
• Carbon fiber body panels
• Custom fuel tank
• A fan driven forced air induction into a specially constructed intake system with fuel injection
• The intake and exhaust have been reversed on the cylinder for optimal weight balance
• The rear shock absorber has a specially tilted reservoir to keep it away from the hear displaced by the exhaust pipe
• Unique air start system utilizing the frame as the air tank
• A light weight special aluminum extrusion cooling system takes the place of conventional radiators
• On board data acquisition system able to measure in real time functions such as suspension travel, engine temperature, speed, etc.
• Specially made brake rotors with the Toyota logos cut into them
• A specially made swingarm with the Toyota logo machined into it
• A light weight carbon fiber muffler
• Special light weight wheels
• Extensive use of titanium and exotic metals

2009 Kawasaki ER-6n vs Suzuki Gladius

In the market for a new entry level sport motorcycle? We've got two motorcycles from Kawasaki and Suzuki that might fit the bill.

With the sheer expanse of super slab here in the U.S. motorcycles are all about being big: Big power, big speed, and of course big cost. However, a new crop of motorcycles from Kawasaki and Suzuki prove that a motorcycle doesn’t have to go 186 miles per hour, have you stretched out across the fuel tank or cost over ten grand to be fun. Meet the 2009 Kawasaki ER-6N and Suzuki Gladius.

While both of these motorcycles are new in America, their platforms are based off motorcycles we’ve already sampled. The ER-6n is based off the recently redesigned Ninja 650R complete with its friendly, 649cc Parallel Twin cradled in a compact steel chassis and wrapped in sharp futuristic bodywork that turns heads. The Gladius on the other hand is modeled off of Suzuki’s beyond popular SV650 model. It’s powered by a 645cc V-Twin wedged in an easily manipulated steel chassis. Like the ER it features a new contemporary shape. The final similarly is that both of these bikes are affordably priced in the sixes, which mean you get a good amount of thrill for a reasonable price.

On paper these motorcycles are roughly identical, but after a few weeks living with these motorcycles day-in and day-out we’ve discovered some striking difference. So follow along as Motorcycle-USA helps you decide which one belongs in the garage.

For My Money

Adam Waheed, Road Test Editor, 6 foot, 180 lbs:

Honestly, both of these motorcycles would be perfect for a new rider as beyond anything else they are small and easy to ride. But the thing I really like about the Suzuki is that although it’s designed for a newbie, it’s still so well engineered that an experienced rider can hop on it, rip around and come back with as big as a smile on their face as if they just got a GSX-R sportbike. It’s truly amazing how much fun Suzuki infused in this motorcycle. If I was in the market for a new small displacement sporty motorcycle the Gladius would be it.


Steve Atlas, Executive Editor, 5 foot, 8 inches, 150 lbs:

The ER-6n is a funny motorcycle. It is definitely more oriented to someone who is new to the sport of motorcycling. Not to say that the Gladius isn’t, but the Kawi just feels a tad bit smaller, a little more agile, more docile power, etc. When I picked up the Gladius I told Suzuki’s press officer, Garrett Kai, that if I could leave the store and, right off the bat, having never ridden the machine, wheelie the Gladius for the several blocks to the stoplight at the end of the road without putting the front end down, I would give it a good review. And the Suzuki did just that and more. I’ll take a new Gladius please.

MV Agusta F4 1078 RR312 Review

It’s black as sin and topped with white like a pint of Guinness. It looks fast, it feels fast and it is fast. The big-bore F4 is in fact one of the fastest and most potent sportbikes in the world. 190 horsepower is not for the faint hearted.

Back in 1997 MV Agusta was merely a name. Cagiva, headed by President Claudio Castiglioni, did not only buy the Ducati brand (1985-1996), it also purchased the rights to the MV Agusta name in 1991. Whilst Ducati under new ownership eventually launched the 999, MV Agusta already had the “true” 916-996-998 replacement in the F4 750. That very design lives on to this day in the F4 1078 RR312.

Even a beautifully composed picture can’t really do the F4 justice enough. You have to be there next to the bike, touch it, and watch the lines flow from one end to the other in 3D. Whilst watching the shiny perfectly polished F4 1078 RR accompanied with exquisite classical music in my head, I push the starter button and put my helmet on. I’m in a hurry to scrub in those brand new Pirelli Supercorsa Pro tyres, and the music in my head changes to a hard-rock mood.

“Come crawling faster - Obey your Master - Your life burns faster - Obey your Master - Master, Master of Puppets I'm pulling your strings” Yeah, that’s putting me in the mood whilst the growling 1078 quickly heats up under me.

The seat is positively old-school sportsbike where my backside is high up and my upper body leaning heavily on my arms to the handlebar. The saddle height is, at 810mm, proper sportbike territory, too.

The footpegs are also high for big lean angles. I feel as if the MV F4 is quite a long bike compared to modern Japanese sportbikes. The big 21-litre fuel tank is long and flat with nice cut-outs for my knees. The big tinted windscreen was an item introduced on the F4 CC in 2007 along with the 1078 motor. I can actually tuck in behind that windscreen even more comfortably than on a Suzuki GSX-R. If you’ve ever tried to stick your head out into 190 mph winds you’ll see why it’s needed on the F4 1078 RR 312.

As from 2008 you can only get the F4 1000 R312 for racing purposes. The big-bore 1078 version is not allowed either in Superstock nor Superbike racing. The F4 1078 RR 312 features a 3mm larger bore than the 1000 and it’s good for 7 extra horsepower and 9 more Nm at 2.000 rpm lower than the litre bike. That translates to a claimed 190 hp at 12,200 rpm and 124 Nm at 8,200 rpm. MV Agusta have also added a new slipper clutch to handle hard decelerations, and the new Sachs steering damper calms the front down during heavy acceleration.

Attached to the new 50mm fully adjustable Marzocchi fork sits another essential new item for deceleration. The Brembo Monoblock radial brakes are the most powerful items available outside of the racetrack. Supreme stability from the solid chassis also allows very hard usage of the front brakes. And it’s needed when a motorcycle doing 190-plus-mph needs to stop before a hairpin corner. On the roads in the hills surrounding the MV Agusta HQ in Varese, I naturally never got the chance to try the top speed. I did sample the full 190 horsepower in the first few gears, though, and the brakes really are very good. I experienced a very progressive feel and they never felt harsh or too sharp.

After what seemed like an eternity I finally reached some roads where I could use the power and precision of the F4 1078 RR. Through towns and villages on the way there, my arms and back started to ache. With 30 C degrees sunshine on the outside, a little warmer than that inside my leathers and a very hot running 1078 engine, I was sweating litres. So finally getting to these more open roads was like reaching heaven after hell. The three first gears are very high, and when the power kicks in the F4 is planted despite the massive output. Wheelies still come easy, but at silly speeds compared to the Brutale 1078RR.

The F4 1078RR 312 feels like a considerably larger motorcycle than the Brutale. The ergonomics are completely different, and suspension settings and calibration softer on the Brutale. The Brutale is also 7 kilos lighter and overall a much better road motorcycle. Stability is better on the F4, as you would expect from a 190-horsepower motorcycle. For pure fun and mischief, the Brutale wins. For serious track-day action and massive top speed, the F4 is the bike.

The extra torque of the F4 compared to any other inline-Four sportsbike makes the whole riding experience much more rewarding. Through the long midrange the F4 1078 accelerates harder and harder, and from 8,000 rpm it’s just so fast that you’re wondering whether there really is anything faster (there always is). The throttle and fuel injection responds willingly and controllably to my right hands command. MV have done a very good job smoothing out things, as I can remember that the F4 1000 I rode almost four years ago was a much more difficult motorcycle to ride. The engine capacity increase itself has helped a lot, as well as a reworked cylinder head with 10mm longer intake tracts.

The 192-kilo claimed dry-weight isn’t the lightest among sportbikes, but with almost a horsepower per kilo you stop thinking about the weight once on the move. The F4 1078 RR feels better and better the faster I go. Immense stability complements the strong engine, and into the corners I can place the front wheel exactly where I want it. Flicking the F4 from left to right you do need to use some of your own muscle, but it makes for a very involving ride on the road at least.

The instrument panel is not very easy to read whilst on the move. In sunlight the warning lights are difficult to see and it’s pretty much only the analogue rev counter that can be seen clearly. The mirrors are not much better, so this motorcycle is as impractical as we had expected. The F4 1078RR is also available in a 1+1 (pillion seat) version.

Conclusion

The MV Agusta F4 1078 RR 312 pretty much guarantees owner satisfaction, even if you just want to keep it for show in your garage. So that point isn’t even an issue. The F4 1078 RR is a pure enthusiast tool and must be bought with passion. If passion for this moving piece of motorcycle art isn’t there, then there’s a lighter, almost as powerful and more comfortable Japanese litre bike in the shop around the corner.

MV Agusta has managed to engineer its own inline-Four engine with class-leading performance and character. That’s no small feat, and coupled with the Tamburini design, we just have to keep bowing in the dust. The downsides are the same as on the Brutale 1078RR: a hot-running engine, heavy clutch, engine vibrations, plus it’s highly uncomfortable at slow speed.