Hyosung GT 650X

Make Model	Hyosung GT 650X
Year	2008
Engine	Liquid cooled, four stroke, 90° V twin, DOHC, 4 valve
Capacity	647
Bore x Stroke	81.5 x 62 mm
Compression Ratio
Induction	Electronic fuel injection
Ignition  /  Starting	-  /  electric
Max Power
Max Torque
Transmission  /  Drive	6 Speed  /  chain
Frame	Tubular steel/aluminium trellis
Front Suspension
Rear Suspension
Front Brakes	2x 300mm discs 4 piston caliper
Rear Brakes
Front Tyre
Rear Tyre	180/55 ZR17
Dry-Weight
Fuel Capacity

Suzuki Boulevard C109R

Make Model	Suzuki Boulevard C109R
Year	2008
Engine	Liquid cooled four stroke, 54° V-Twin
Capacity	1786
Bore x Stroke	112 X 90,5mm
Compression Ratio	10.5;1
Induction	EFI, 2X 56mm throttle bodies
Ignition  /  Starting	Digital transistorized  /  electric
Max Power
Max Torque
Transmission  /  Drive	5 Speed  /  shaft
Front Suspension	Telescopic, coil spring, oil damped
Rear Suspension	Link type, coil spring, oil damped, adjustable spring preload
Front Brakes	2x 310mm discs 2 piston calipers
Rear Brakes	Single 274mm disc 2 piston caliper
Front Tyre	150/80R16
Rear Tyre	240/55R16
Seat Height	710 mm
Dry-Weight
Fuel Capacity	19 Litres  5.0 gal

Suzuki presents the Boulevard C109R as the motorcycle that takes cruising to a new level which brings power in the palm of our hands and comfort for our backs and feet. You can easily understand where comfort comes from by looking at the pictures, but check out the technical features, especially the part where the GSX-R fuel injection system is being mentioned, and form your own opinion on this classic cruiser.
 

Suzuki launched the Boulevard C109R as the classic tourer which will complete the Boulevard line of cruisers.

Being brand new and introduced as a 2008 model, it is obvious that history isn’t its strong point but you should never doubt the quality of a Suzuki motorcycle. It doesn’t have any history but who says it doesn’t benefit of Suzuki’s championship winning GSX-R fuel injection systems which make it unique in the disputed market of cruisers, especially in the U.S.

Conclusions can be easily drawn but the most reflecting is that history is being written at Suzuki’s with their new model always ready to head on the freeway.
 

Suzuki did present the C109R as THE machine to ride in your future years of cruising and their affirmations were indeed based on the reliable package that they had to offer.

But did they take into consideration the models offered by the competition? By mentioning the competition of this model, I am referring to the Honda VTX1800R, a motorcycle with some time on the market. Retro is indeed the look for this timeless V-twin featuring classic, deeply valanced fenders, cast aluminum wheels and staggered dual exhaust. I believe that the Honda was strongly taken into consideration as Suzuki’s classic cruiser ended up featuring the same characteristics but fairly improved.

Kawasaki also has a classic cruiser to send in the battle and it is known as the Vulcan 2000 Classic, a machine that combines traditional cruiser style with modern muscle and awesome physical presence.

With strong competition coming from Honda and Kawasaki, the Suzuki reserves some surprises out on the open road and I am eager to see them.
 

What I most like about this cruiser it the fact that in ended up being as massive as it could get. I mean, would you like to see it looking and saying something else? I certainly don’t! I love to see a strong and dour fork sustaining a gigantic front wheel featuring dual disc brakes. I enjoy a wide seat sustained by a rigid but yet strongly-developed chassis on which is positioned the beautifully curved fuel tank.

The C109R establishes its own identity with its styling. It has pullback handlebars, floorboards that let you kick your feet out, a spacious, relaxed riding position and its own slash-cut mufflers.

But you couldn’t do that on a smaller, sleeker cruiser, wouldn’t you? That is why this motorcycle followed the recipe used when creating its engine: “bigger is better”. The result is the incredibly imposing machine implementing smooth, classic lines all the way from the fuel tank, through the seat and rear fender.
 

The aspect that attracted me the most on the new Boulevard and the key to C109R’s performance is its 109 cubic inch engine with Suzuki fuel injection which is the same basic powerplant used by the awesome M109R, which traces its technological heritage to Suzuki’s championship winning GSX-R supersport bikes. One ride on the C109R and you’ll notice that it boasts its own power characteristics, with more torque down low for extraordinary acceleration. I have to say that it is more than you would expect from an imposing cruiser even for its 1783cc engine.

But being imposing involves weight and you might expect to encounter this problem on the 2008 C109R. I am not saying that the machine is light as a FZ6 and I have to admit that despite featuring Suzuki Composite Electrochemical Material, it remains rather heavy and hard to maneuver at low speed. But hey, it wouldn’t be a cruiser if it was ready to receive in its saddle an 18 years old rebel.

The good news is that pounds seem to fly off as the throttle is being widely opened and the sound of the exhaust becomes a screaming monster. This is where the fun begins. Out on the freeway is where the Boulevard C109R proves its best and its owner or rider benefits of the best treatment ever. I believe that if this cruiser would be a medicine in the pharmacy, it would have been found on the distress shelf. It is that awesome!

An important factor that gives this bike a special something is the way it handles on sinuous lonely roads. The maneuverability is quite amazing and the rush given is one of a kind. I really had to experience on my own skin before I made a statement and I admit, it is wonderful to have this amount of torque available together with the comfortable riding position.

Another element very important when cruising is the suspension system which has a “must” positioned before the “providing comfort” words. At least this is what I noticed during my 200 miles ride with a cruiser that delivered me as fresh as a new born, smile on the face included. The seat had probably very much to do with the actual result but the idea is that you will never get tired or bored riding the C109R.

Both front and rear disc brakes made sure that my journey will come to an end but I have to say what a journey that was! Cruising has never attracted me in the way that it does it now (except the time I rode the VF750C Magna).

Conclusion

The big class cruiser from Suzuki will set new standards and became one of the most desired motorcycles out there. The factors that made me draw this conclusion are related to power, handling, comfort, good looks and reliability. The benefits are endless and the pleasure of riding the C109R is instantaneous.

Suzuki Biplane Concept

The Suzuki Biplane motorcycle that was on display at the Tokyo Auto Show was inspired design-wise by the classic Wright Brothers biplane, but I personally think it looks more like that red mean machine that Akira rode in the groundbreaking anime by Katsuhiro Otomo. Will there be secret wings hidden inside this beast? Probably not, but chances are you'll be able to fly in this thing and put just about any other vehicle on the road to shame with your speed.

Ducati Monster S4RS Tricolore

Make Model	Ducati Monster S4RS Tricolore
Year	2008
Engine	Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity	998
Bore x Stroke	100 x 63.5 mm
Compression Ratio	11.4:1
Induction	Marelli electronic fuel injection, 50 mm throttle body
Ignition  /  Starting	Marelli Electronic  /  electric
Max Power	95.7 KW 130 hp @ 9500 rpm
Max Torque	10.6 kg-m 76.7 lb-ft @ 7500 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Tubular steel trellis
Front Suspension	Öhlins 43 mm upside-down fully adjustable fork with TiN surface treatment, 130mm wheel travel.
Rear Suspension	Progressive linkage with fully adjustable Öhlins monoshock. Aluminium single-sided swingarm, 148mm wheel travel.
Front Brakes	2 x 320 mm discs 4 piston  calipers
Rear Brakes	Single 245 mm disc 2 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	800 mm
Dry-Weight	177 kg
Fuel Capacity	13.5 Litres
Standing ¼ Mile	11.3 sec
Top Speed	247.1  km/h

2009 Yamaha TW200

2009 Yamaha TW200

• 2009 Yamaha TW200

2009 Yamaha TW200

Wherever You Go, Whatever You Do.

A low seat, great handling, extra wide tires, and, most importantly, a burly 4-stroke engine, have cemented the TW200's reputation as a fantastic dual purpose ride. Whether you're a beginner or a veteran; a camper or a city dweller, this bike guarantees good times.

Where to? Big fat tires that deliver great traction and rider comfort make the TW200 the most distinctive dual purpose around. You also get a durable, reliable engine, electric power start and full street equipment for on/offroad riding.

Break your next trail with the 2009 TW200, a unique machine that's hugely popular with beginners and veterans alike.

The gritty 4-stroke engine delivers smooth, reliable torque with the push of the electric starter button. Running around town or heading to your favorite campsite or fishing spot the TW200 is always as ready to go anywhere as you are. With a low seat height, superior handling, and unique wide tires, you can get there with confidence and have big-time fun along the way.

Highlights:

- 196cc, 4-stroke single

- Dual purpose adventure

 

 

Key Features:

Engine:

Strong-pulling, 196cc, air-cooled, SOHC, 2-valve, 4-stroke single delivers torquey low- and mid-range power perfectly suited to off-road exploring or riding around town.

Internal engine counterbalancer keeps vibrations down for great all-day comfort.

Easy, reliable, push-button electric starting

Maintenance-free CDI ignition system ensures a precise, reliable spark for peak engine performance at all RPMs and easy starting.

Automatic cam chain tensioner reduces maintenance and mechanical engine noise.

Teikei 28mm carb provides crisp throttle response and great fuel economy.

Smooth-shifting, 5-speed transmission with manual clutch puts power to the ground for great on- and off-road performance.

Washable, foam air filter reduces maintenance costs.

Environmentally friendly exhaust system produces a quiet note. Heat shield protects rider from hot components. US Forestry approved spark arrestor protects Mother Nature.

Chassis/Suspension:

Rugged, diamond-type, high-tensile steel frame

Lightweight, box section swingarm is fitted with easy-to-use eccentric chain adjusters. There are grease fittings at the swingarm pivot points.

33mm front fork with 160mm (6.3") of wheel travel soaks up the bumps for a plush ride. Rubber fork boots keep dirt out of fork seals for extended life.

Monocross link rear suspension uses a single rear shock. Rear wheel travel is 150mm (5.9") to smooth the roughest trails.

220mm front disc brake with twin piston caliper ensures great stopping power.

Wide, 130/80-18 front and 180/80-14 rear tires deliver extra traction and great rider comfort over a wide range of terrain, and also help make the TW200 the most distinct-looking dual purpose machine in the industry.

Low, 790mm (31.1") seat height and compact chassis design helps inspire confidence by letting most riders put both feet down when stopped, making the TW200 one of the most user-friendly on/off-road bikes on the market.

Rear drum brake with easy-to-use, wing nut style adjuster

Lightweight, aluminum alloy front and rear rims are fitted with street-legal, dual purpose tires.

Long, motocross-style seat creates a balanced riding position for optimal rider movement and comfort.

Durable and wide fenders keeps mud and dirt off the rider when taking one's exploring off-road.

Frame-mounted passenger footpegs provide two-up riding capability.

Powerful, 60/55-watt, halogen, enduro-style headlight

Small fairing reduces wind buffeting at highway speeds and provides added protection against weather.

Standard instrumentation includes a speedometer with odometer and resettable trip meter, and indicator lights for neutral, high beam and turn signals.

Additional Features:

Rugged, aluminum engine skid plate

Flexible turn signals resist damage.

Helmet lock

Steering lock

Handy rear cargo platform

Bungee cord hook points (4) below the cargo platform

Easy-to-use, eccentric chain adjusters

Serrated, folding, steel footpegs

Passenger footpegs

Locking fuel cap

Push-to-cancel turn signals

On/off/reserve fuel petcock provides peace of mind

 

2009 Yamaha TW200 - USA Specifications
MSRP* $3,899 (White/Blue) Available from July 2008; CA model from September 2008


Engine
Type 196cc air-cooled SOHC 4-stroke; 2 valves

Bore x Stroke 67.0mm x 55.7mm

Compression Ratio 9.5:1

Carburetion Mikuni® 28mm

Ignition CDI

Transmission Constant-mesh 5-speed; multiplate wet clutch

Final Drive Chain


Chassis
Suspension/Front Telescopic fork; 6.3-in travel

Suspension/Rear Single shock; 5.9-in travel

Brakes/Front 220mm single disc

Brakes/Rear 110mm Drum

Tires/Front 130/80-18

Tires/Rear 180/80-14


Dimensions
Length 82.3 in

Width 32.3 in

Height 44.1 in

Seat Height 31.1 in

Wheelbase 52.2 in

Ground Clearance 10.4 in

Fuel Capacity 1.8 gal

Wet Weight 279 lb


Other
Warranty 1 Year (Limited Factory Warranty)

 

 

2009 Yamaha TW200 - Canada Specifications
MSRP* $4,799

Engine 4-stroke, air-cooled, SOHC, 2-valve, single
Displacement 196cc
Bore and Stroke 67 x 55.7mm
Compression Ratio 9.5:1
Maximum Torque 1.4kg-m (10.1ft-lb)@ 6,500 rpm
Fuel Delivery Teikei MV28
Ignition CDI
Transmission 5-speed w/manual clutch
Drive Train O-ring chain

Suspension (Front) 33mm fork, 160mm (6.3") travel
Suspension (Rear) Monocross, 150mm (5.9") travel
Brakes (Front) 220mm disc
Brakes (Rear) Drum
Tires (Front) 130/80-18
Tires (Rear) 180/80-14

Length 2,090mm (82.3")
Width 820mm (32.3")
Height 1,120mm (44.1")
Wheelbase 1,325mm (52.2")
Seat Height 790mm (31.1")
Fuel Capacity 7 litres (1.5 imp. gallons)
Wet Weight 126kg (277.2 lb)
Colour(s) Purplish White

Ducati Sport 1000S

Make Model	Ducati Sport 1000S Limited Edition
Year	2007  (Production 90 US Only)
Engine	Air cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity	992
Bore x Stroke	94 x 71.5 mm
Compression Ratio	10.0:1
Induction	Marelli electronic fuel injection, 45mm throttle body
Ignition  /  Starting	Marelli electronic  /  electric
Max Power	67.7 KW 92 hp @ 8000 rpm
Max Torque	9.3 kg-m 67.3 lb-ft @ 6000 rpm
Transmission  /  Drive	6 Speed  /  chain
Frame	Tubular steel trellis
Front Suspension	43mm Upside-down jelly adjustable forks, 120mm wheel travel
Rear Suspension	Sachs fully adjustable monoshock on the left side 133mm wheel travel.
Front Brakes	2x 320mm discs  4 piston calipers
Rear Brakes	Single 245mm disc 2 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	180/55 ZR17
Seat Height	825 mm
Dry-Weight	179 kg
Fuel Capacity	15 Litres

Whatever you think of the new wave of retro motorcycles-faux classics to lure fashion-conscious new bikers or genuine machines with credibility and a direct line to the past-you can't ignore 'em.

And certainly nobody seemed able to ignore the Ducati Sport 1000S for the week it was in my sticky mitts. It's one of those bikes that halts pedestrians in their tracks, forces involuntary thumbs-up out of car drivers and even drags pleasantries out of well-to-do ladies on their way to beautification. It is, without doubt, gorgeous. The red paint on the bodywork and steel trellis frame is just the right shade that pops in the sun but goes bloodlike as light fades, while the proportions of the half-fairing, the chrome and ally cockpit, the simple elegance of that air-cooled 992cc engine, all add up to a visual feast.

Before over-waxing lyrically, I'll steady up; Ducati has rationalized the entire Sport Classic range around the "cooking" GT1000 base, introduced last year. So the single-sided swingarm and shock are gone, replaced with twin fully adjustable Sachs units and a double-sided swinger, and there's an exhaust pipe on either side now. Plus, you get to share the experience, as under that seat cowl is a pillion perch, with pegs to match.

Gone, too, is the kerchinkachinkachinka rattle of the original DS1000 engine's dry clutch, as a bath of oil now soothes the hydraulically operated plates. And while the bike's beauty is beguiling, it's really the engine that stars when you stop gawping and start riding; this is one of the easiest to use, most fluid powerplants ever. OK, it's not the strongest (you'll get around 75 horsepower at the rear wheel with 58 lb.-ft. of torque) and feels a little corked-up toward the 8000-rpm redline, but every single one of those horses can be put to good work in good order, and throttle control and delivery are perfectly dialed in.

The Sport 1000S's steering geometry and chassis are adequate for a mild canyon-carve, but the suspension on either end is more budget than brilliant with the 43mm upside-down Marzocchis in particular feeling a little turgid and unresponsive, especially under braking on the way into a corner. The pair of simple twin-piston calipers up front grip 320mm semi-floating discs and anchor the bike smartly, while Pirelli rubber matches with solid grip.

So, reassuringly you can actually ride the Sport 1000S like you mean it, and enjoy the process. Plus, a bit of time sorting the suspension and stifled motor will deliver a more involving motorcycle, which in these days of too-perfect bikes is arguably a good thing. The real kicker (and leftover from the first incarnation) is the rack-like riding position due to the stretch to those clip-on bars; your wrists will never forgive you, and around town the bike is pure, tortuous misery. But maybe you do have to suffer a little for fashion after all.

2009 Yamaha YZ85

2009 Yamaha YZ85

2009 Yamaha YZ85

2009 Yamaha YZ85

2009 Yamaha YZ85

• 2009 Yamaha YZ85

2009 Yamaha YZ85

The ideal choice for the next generation of champions.

The 2009 Yamaha YZ85 may be the smallets member of the YZ family, but it's a big-time competitor. It's got the power to win with a liquid-cooled, 85cc engine, 6-speed gearbox, and adjustable suspension up front and out back. This is one mighty mini.

The mini racer of choice. Born from the award winning YZ competition bikes, YZ 85 features a liquid-cooled, 84.7cc crankcase reed-valve-inducted six-speed that is compact and light. You also get an ultra-rigid, single backbone, semi-double-cradle frame, fully adjustable suspension and more to suit a wide range of rider from novice to mini expert.

With the same chassis and engine technology that goes into every 2-stroke YZ, the scaled-down YZ85 is a true competitor.

The YZ85, with its ultra-rigid high-tensile steel frame and 36mm inverted forks, weighs just 55kg (126lbs.) Powered by a compact but muscular liquid-cooled 85cc engine pumping the power through a six-speed gearbox, this bike's engineered to catch some major air -- and trophies, too. Fully adjustable suspensions, front and rear disc brakes and almost 11" of wheel travel highlight "for competition use only." Truly, this is full-sized performance in a scaled-down package.

 

Highlights:

- 84.7cc, 2-stroke

- Adjustable suspension

 

Key Features:

Engine:

Lightweight, compact, 84.7cc, liquid-cooled, crankcase reed-valve inducted,
2-stroke single.

Crankcase reed valve induction and 28mm Keihin flat-slide carburetor ensures seamless throttle response across the powerband. The aluminium carb body helps reduce weight.

Lightweight, forged piston means less reciprocal mass and less friction for a faster revving engine with great durability.

Digital CD ignition system provides a hot, precise spark and monitors engine speed to ensure optimal timing for quicker, stronger response during hard acceleration. This is a maintenance-free system.

Smooth-shifting, 6-speed transmission with involute splines on main and drive shafts are mated to a heavy-duty, multi-plate clutch delivering maximum hook-up for outstanding acceleration and corner-exiting power.

Clutch cover features a quick remove sub-cover for fast, easy access during maintenance.

Lightweight radiator with large size cores and computer-designed louvers provides maximum cooling efficiency.

Washable, dual-stage, foam filter ensures great air filtering performance and easy, economical maintenance.

Lightweight exhaust system is specially designed to create a broad powerband with strong low-end punch. The aluminium silencer is re-packable to maintain optimum performance and reduced noise levels.

Chassis/Suspension:

Rigid, semi-double cradle steel frame is ultra-lightweight and incredibly strong providing minimal flex for razor-sharp moto-wining handling

Detachable rear subframe allows easy access for suspension maintenance

Lightweight box-section aluminium swingarm provides excellent rigidity for awesome rear wheel control and traction.

Lightweight, adjustable 36mm inverted Kayaba cartridge fork provides 275mm (10.8") of wheel travel and adjusts for compression and rebound damping. Adjustments include: 20 clicks of both compression and rebound damping. Their construction offers YZ125/250 type valving and low-friction seals to ensure a smooth, compliant stroke for superior suspension performance and handling. Optional fork springs are available through Yamaha Genuine Parts and Accessories.

Monocross link rear suspension features a fully adjustable Kayaba piggyback shock providing 282mm (11.1") of wheel travel. The piggyback design helps to keep the shock cool during a long moto to provide fade resistant damping and consistent performance. Adjustments include spring preload, 20 clicks of compression and 20 clicks of rebound damping. Optional shock springs are available through Yamaha Genuine Parts and Accessories.

220mm front disc with twin piston caliper and stainless steel rotor deliver strong stopping power with excellent control and great feedback. "Shorty style" adjustable brake lever can be tailored to fit various hand sizes.

190mm stainless steel rear disc brake is squeezed by a single piston caliper. The caliper is protected by a rugged plastic protector.

Lightweight 17" front and 14" rear DID rims provide exceptional durability and help reduce unsprung weight for optimal suspension performance.

Premium Dunlop knobby tires enhance traction and cornering on a wide variety of tracks and terrain.

Additional Features:

Slim line body design and flat seat provide excellent freedom of movement for the rider. The seat features a "gripper" type seat.

Sealed tapered steering head bearings for durability.

Cleated rear brake pedal and folding shift lever tip provide superb grip and excellent durability.

Wide, cast-alloy footpegs are serrated to provide superb comfort, grip and ground clearance.

Wide-diameter fuel tank cap and large tank opening ensures fast, hassle-free refuelling.

Stainless steel inner clutch cable ensures longer life and smooth operation

Sealed pivot on kickstarter helps reduce wear.

Rubber boots on clutch and brake levers help reduce dirt, mud, and water entry for improved durability.

Convenient lifting holes in side cover.

Rugged chain guide helps prevent chain from de-railing and also protects the rear sprocket.

Heavy-duty rubber swingarm protector.

Stylish crossbar pad.

All new graphics for 2009.

 

2009 Yamaha YZ85 - USA Specifications
MSRP* $3,349 (Team Yamaha Blue/White) Available from August 2008


Engine
Type 84.7cc liquid-cooled 2-stroke; reed-valve inducted

Bore x Stroke 47.5 x 47.8mm

Compression Ratio 8.2:1

Carburetion Keihin® PWK 25

Ignition CDI

Transmission Constant-mesh 6-speed; multiplate wet clutch

Final Drive Chain Drive


Chassis
Suspension/Front Inverted fork; fully adjustable, 10.8-in travel

Suspension/Rear Single shock; fully adjustable, 11.1-in travel

Brakes/Front Hydraulic single disc brake, 220mm

Brakes/Rear Hydraulic single disc brake, 190mm

Tires/Front 70/100-17-40M

Tires/Rear 90/100-14-49M


Dimensions
Length 71.7 in

Width 30.9 in

Height 45.7 in

Seat Height 34 in

Wheelbase 49.5 in

Ground Clearance 13.8 in

Fuel Capacity 1.3 gal

Wet Weight 156 lb


Other
Warranty 30 Day (Limited Factory Warranty)

 

2009 Yamaha YZ85 - Canada Specifications
MSRP: $4,499 CDN

Engine 2-stroke, liquid-cooled,crankcase reed-valve,single
Displacement 84.7cc
Bore and Stroke 47.5 x 47.8mm
Compression Ratio 8.2:1
Maximum Torque 1.8kg-m (12.3ft-lb) @ 10,500 rpm
Fuel Delivery Keihin PWK28
Ignition CDI
Transmission 6-speed
Drive Train Chain

Suspension (Front) Adjustable 36mm inverted fork / 275mm (10.8") of wheel travel
Suspension (Rear) Fully adjustable link Monocross / 282mm (11.1") of wheel travel
Brakes (Front) 220mm disc
Brakes (Rear) 190mm disc
Tires (Front) 70/100-17
Tires (Rear) 90/100-14

Length 1,818mm (71.6")
Width 758mm (29.8")
Height 1,161mm (45.7")
Wheelbase 1,255mm (49.4")
Ground Clearance 351mm (13.8")
Seat Height 864mm (34")
Fuel Capacity 5 litres (1.1 imp. gallons)
Wet Weight 71kg (156.2 lb)
Colour(s) Yamaha Blue

Honda testing ABS brakes on CBR600RR

Many motorcycles in today's market feature anti-lock brakes, including models from Honda like the Interceptor and Silverwing scooters. Now, though, the red-winged manufacturer of motorcycles has announced a new system which completely removes the rider's direct connection with the front and rear brakes. Instead of a cable connection, the system uses brake-by-wire technology and allows an on-board computer to apply pressure to both the front and rear brakes as it sees fit. This new system is expected to debut on sportbikes first, which raises some eyebrows in the cycle-riding community. The highest performing bikes have ridiculously powerful brakes which are capable of locking up the front tire very easily. Still, hardcore riders have proven very reluctant to give up any control to computers, especially on race tracks, where supersport bikes are expected to thrive. Being Honda, though, there is a prevailing sense that the technology will work. Expect the new combined ABS system to proliferate to all of Honda's two-wheelers in the near future.

[Source: Honda]

Honda Announces World's First Electronically-Controlled 'Combined ABS' for Super Sport Bikes

Honda has announced the world's first electronically-controlled "Combined ABS" for Super Sport motorcycles, aimed at combining ABS and CBS systems into one system that applies the basic advantages of both, while specifically addressing the requirements of a Super Sport context.

In order to achieve this, the particular characteristics of Super Sport bikes, such as short wheelbase, are taken into account. The system also operates without interference to sports riding, and with an emphasis on maintaining full rider control.

The system consists of an electronically controlled combined "brake by wire" system with an innovative stroke simulator. Direct motor control ensures precise operation of the ABS. The components are divided into several smaller units so there are more, but smaller units than in previous systems.

The system's effectiveness is due to four main factors:

1. Electronic control of the CBS, allowing more advanced control of brake force. This provides a more sensitive distribution of brake force over both wheels.

2. Measurement of rider input force on each lever. The ideal brake force on both wheels is generated accordingly, providing optimum distribution and minimising vehicle body reaction.

3. An "ABS modulator" which ensures late triggering of ABS, and smooth ABS intervention.

4. Small size meaning that the system's components can be well integrated in the motorcycle's package. Thus mass-centralisation, a key feature for Super Sport bikes, is supported.

All the basic ABS and CBS functions are provided, including the prevention of wheel lock, improved balance and easy operation. This is achieved without any compromise to stability during ABS operation. Pitching is minimised so that the bike keeps its normal position. Overall, sport riding performance is uninterrupted - cornering feel remains the same and controllability is enhanced.

2009 Yamaha WR250F

2009 Yamaha WR250F

• 2009 Yamaha WR250F

2009 Yamaha WR250F

Amazing nimbleness and maneuverability make it the choice of riders of all levels.

Tight woods or wide open terrain, the lightweight, compact WR250F is ready to tackle any challenge you can throw at it. The combination of a smooth, powerful engine, a lightweight aluminum chassis with YZ based suspension and great brakes make the WR250F an amazing off road performer.

Experience the power of overwhelming balance. The 2009 Yamaha WR250F features a powerful and reliable highly evolved high-revving five-titanium-valved engine, YZ-bred advanced super nimble aluminum frame, push button start, and a digital enduro race computer with speedometer, clock, and tripmeter. The 2009 WR250F is also green approved for California.

Based on the latest generation of our YZ four stroke motocrossers, the WR250F features a lightweight aluminum frame and swingarm, stylish "slim line" bodywork specially designed to provide excellent rider maneuverability and YZ based suspension and brakes fore and aft.

We've even engineered the seat for enduro use, knowing that a rider will be in the saddle all day. Strong, dependable performance, all day rider comfort … just two of the keys to the WR's success.

 

 

Highlights:

- Lightweight aluminum frame

- Slim line bodywork

Key Features:

Engine:

Liquid-cooled, 249cc, 5-valve, DOHC, 4-stroke powerplant with super light titanium valves is based on the current YZ250F engine design. The WR250F engine features different camshafts, ECU and exhaust system than the YZ250F for improved low to mid range power which is better suited for enduro type riding.

Super convenient electric starting means fast, sure starts. The electric starter is also backed up by a manual kick starter.

Hassle free automatic decompression system ensures fast restarts in any gear.

Convenient, handlebar-mounted hot start lever for easy restarts when the engine is hot.

Magnesium cylinder head cover helps reduce weight.

Optimized combustion chamber design provides the most efficient intake and exhaust flow for maximum engine performance

Titanium valves and load-reduced springs decrease weight by more than 40% over a conventional valve train and reduce reciprocating mass for faster-revving, smoother-hitting power delivery across the rev range.

Special cylinder design features cutaways that allow the air "trapped" under the piston to enter a side chamber (or cutaway) to reduce horsepower-robbing "pumping losses."

The crankcase also utilizes cutaways to reduce "pumping losses." The crankcase cutaways match the cutaways in the cylinder.

Dry sump oil tank is located in front of the engine between the frame tubes for protection. This design centralizes mass and reduces the centre of gravity for improved handing and a lighter feel.

The crankcase features a "tri-axis" design for the crankshaft, main and drives axles. This tri-axis design keeps the crankcases more compact while also centralizing mass for better handling. All of the shafts are positioned low in the cases to maintain a low centre of gravity for great handling and maneuverability.

Special "enduro focused" camshafts (intake & exhaust) provide outstanding low to mid range power well suited for off road use. The cam timing and event angle are different than the YZ250F.

Balancer shaft reduces vibration for improved rider comfort and reduced rider fatigue.

Lightweight crankshaft provides fast throttle response.

Lightweight, short-skirt, forged piston provides great durability and its lightweight design means faster engine response.

Oil volume in engine has been optimized to reduce weight and oil "drag" related power losses.

Compact design automatic cam chain tensioner reduces maintenance and mechanical engine noise.

37mm, Keihin FCR, flat-slide carburetor with TPS (throttle position sensor) provides excellent throttle response.

ECU features 3D ignition mapping to accommodate the engine power characteristics. The ECU provides optimal timing at all rpms for fast engine response.

Lightweight direct ignition coil is integrated into the plug cap to reduce weight and complexity

Wide ratio 5-speed transmission features gear ratios designed for enduro type riding and that match the engine's power characteristics.

Heavy-duty clutch matches engine output and offers a light, progressive clutch feel with less lever effort for smoother shifting.

Quick-access, lightweight aluminum outer clutch cover allows fast, easy access to the clutch.

Stylish mat black finish on left & right side crankcase covers, oil filter cover and sprocket cover for improved appearance.

YZ based compact dual radiators provide optimum cooling and feature a re-enforcing bar to help protect the rads in the event of a tip over.

Washable, dual-stage, foam air filter can be accessed without tools via "Dzus-type" fasteners. The air box is secured to the frame via only one bolt for fast removal.

Lightweight exhaust system features a stainless steel header pipe with titanium heat shield, aluminum muffler and titanium rear cone. This system maximizes engine power and allows hassle-free replacement of the oil filter.

Lightweight aluminum wrapped muffler offers an 82 dba noise level (stock settings). This muffler features a "serviceable", screen-type spark arrestor which prevents sparks from exiting the exhaust.

Oversize race type "barrel adjuster" for easy, on-the-fly adjustability of clutch lever/cable play.

AIS (air induction system), located on front side of cylinder head reduces harmful emissions.

Chassis/Suspension:

Lightweight, compact aluminum semi-double-cradle frame features a cast steering head while the remainder of the frame uses forged, pipe stock and extruded components. Yamaha has maintained the semi double cradle design to allow for "controlled flex" to optimize suspension action. This frame design provides a low centre of gravity for a light feel and razor sharp handling, plus less rider fatigue, and excellent stability.

Removable, aluminum rear sub frame constructed of square-section pipe reduces weight and provides easy rear suspension access.

Lightweight, tapered, aluminum swingarm is produced using "hydro forming"; a special forming method that uses high pressure water to form shapes.

48mm, adjustable inverted Kayaba cartridge fork provide excellent suspension performance. Front wheel travel is 300mm (11.8").

Front fork adjustments include: 20-way compression damping and 20-way rebound damping. Optional fork springs are available through Genuine Yamaha parts.

Large plastic fork protectors wrap around the fork tubes for increased protection against dirt, mud and stone chips. These fork protectors are self-supporting to reduce friction for smoother fork operation.

Forged aluminum upper and lower triples clamp reduce weight and provide increased strength.

Adjustable forged handlebar mounts allow the handlebars to be moved 10mm rearward if desired.

High tech, lightweight, Pro-Taper aluminum handlebar with reinforcing crossbar and protective foam pad.

Monocross rear suspension system features a fully adjustable, Kayaba "piggy back" style shock with separate adjusters for high- and low-speed compression damping.

Shock adjustments include: spring preload, 20 clicks of low-speed compression damping, 2 turns of high-speed compression damping and 20 clicks of rebound damping. Rear wheel travel is 310mm (12.2").

Link-type rear suspension provides a rising rate (progressive) suspension function. The linkage design is virtually the same as YZ-F series of MX bikes.

250mm fully floating front disc brake with "wave style" rotor is squeezed by a twin piston Nissin caliper fitted with lightweight, aluminum pistons provides excellent braking performance.

"Shorty style" adjustable front brake lever.

245mm rear disc utilizes a lightweight "wave style" rotor. The Nissin single piston caliper and an integrated rear master cylinder (fluid reservoir is integrated into the top of the master cylinder to reduce weight) delivers strong, progressive stopping power with excellent control and feel.

Rugged, Excel 21" front and 18" rear rims provide exceptional durability and help reduce unsprung weight for optimal suspension performance.

High tech, lightweight digital meter assembly. This compact meter features: speedometer, dual tripmeters, odometer and a clock in the basic mode. Or in the "race mode", pace management functions such as timer, and distance compensating tripmeter.

Rugged "slim-line" bodywork is very similar to the YZ-F counterparts. This "slim line" bodywork allows fast, easy rider movements and a lighter overall machine feel.

Seat is based on YZ-F style but is wider with more padding for improved rider comfort during a long ride.

Stylish slim design front headlight is compact and offers 35 watts of lighting power. The headlight beam is adjustable up and down.

Slim design compact LED taillight is tucked out of the way to prevent damage

8 liter black plastic fuel tank is designed to allow easy rider movements. The tank features a special "fluorination surface treatment" which reduces fuel permeation for improved environmental protection. The fuel line and tank vent hose are made of "fluororubber" to also reduce the escape of fuel vapors into the atmosphere.

Lightweight aluminum kickstand is designed to allow lots of ground clearance.

Heavy duty one piece resin plastic engine guard. Only 3 bolts hold it in place for easy removal when washing the bike.

Extra wide 55mm stainless steel foot pegs provide excellent grip.

Additional Features:

Premium Dunlop knobby tires

8-litre fuel tank with convenient on/off/reserve petcock for peace of mind

Serrated rear brake lever and folding shift lever tip

Rugged, plastic, lower rear disc and rear caliper protectors

Sealed, low-maintenance 6 amp hour battery is gel-filled type to prevent leaks in the event of a tip-over.

Waterproof starter button and engine kill switch are handlebar-mounted.

Lightweight chain guide (support) helps reduce chance of chain derailment. Also helps protect rear sprocket damage too.

Heavy duty rubber swingarm protector

Heavy duty "O" ring chain for durability

 

2009 Yamaha WR250F - USA Specifications
MSRP* $6,699 (Team Yamaha Blue/White) Available from September 2008


Engine
Type 250cc liquid-cooled DOHC 4-stroke; 5 titanium valves

Bore x Stroke 77.0mm x 53.6mm

Compression Ratio 12.5:1

Carburetion Keihin® FCR 37

Ignition CDI

Transmission Constant-mesh 5-speed; multiplate wet clutch

Final Drive Chain Drive


Chassis
Suspension/Front Inverted fork; fully adjustable, 11.8-in travel

Suspension/Rear Single shock; fully adjustable, 12.2-in travel

Brakes/Front Hydraulic single disc brake, 250mm

Brakes/Rear Hydraulic single disc brake, 245mm

Tires/Front 80/100-21-51M

Tires/Rear 100/100-18-59M


Dimensions
Length 85.2 in

Width 32.5 in

Height 51.1 in

Seat Height 38.6 in

Wheelbase 58.3 in

Ground Clearance 14.4 in

Fuel Capacity 2.1 gal

Wet Weight 260 lb


Other
Warranty 30 Day (Limited Factory Warranty)

 

 

2009 Yamaha WR250F - Canada Specifications
MSRP: $8,199 CDN

Engine 4-stroke, liquid-cooled, DOHC, 5-valve (titanium), single
Displacement 249 cc
Bore and Stroke 77 x 53.6 mm
Compression Ratio 12.5:1
Maximum Torque TBA
Fuel Delivery Keihin FCR-MX37 flat-slide w/throttle position sensor)
Lubrication Dry sump
Ignition Digital CDI
Transmission Wide-ratio, 5-speed
Drive Train Chain

Suspension (Front) Adjustable 48 mm inverted fork; 300 mm (11.8") travel
Suspension (Rear) Adjustable link Monocross; 310 mm (12.2") travel
Brakes (Front) 250 mm floating disc
Brakes (Rear) 245 mm disc
Tires (Front) 80/100-21
Tires (Rear) 100/100-18

Length 2,165 mm (85.2")
Width 825 mm (32.5")
Height 1,300 mm (51.2")
Wheelbase 1,480 mm (58.3")
Ground Clearance 365 mm (14.4")
Seat Height 980 mm (38.6")
Dry Weight 106 kg (233.2 lb)
Fuel Capacity 8 litres (1.8 imp. gallons)
Colour(s) Yamaha Blue

Ducati 998 Matrix

Make Model	Ducati 998 Matrix
Year	2003
Engine	Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.
Capacity	988
Bore x Stroke	100 x 63.5 mm
Compression Ratio	11.4:1
Induction	Electronic fuel injection
Ignition  /  Starting	-  /  electric
Max Power	123 hp 89.7 kW @ 9500 rpm
Max Torque	97 Nm @ 8000 rpm
Transmission  /  Drive	6 Speed  /  chain
Front Suspension	Öhlins Upside down fork with 43 mm of condition pipe diameter, TiN coating
Rear Suspension	A arm rocker with progressively working Öhlins central shock strut
Front Brakes	2x 320mm discs 4 piston calipers
Rear Brakes	Single 220mm disc  2 piston caliper
Front Tyre	120/60 ZR17
Rear Tyre	190/55 ZR17
Dry-Weight	198 kg
Fuel Capacity	17 Litres
Consumption  average	17.6 km/lit
Standing ¼ Mile	10.9 sec
Top Speed	265 km/h

, RSV1000 road test

Road testing any superbike on the salty, slippery and usually damp mid-winter British roads is always a somewhat challenging experience, and to say I had reasonable weather whilst with the Aprilia is probably and understatement! I think I had 1 day where the roads were actually clear of salt, that's only because it rained heavily on the previous day and as usual I got caught in it!

First things first, and in the case of the new Aprilia RSV Mille R it's a totally different animal than Aprilia's last model. The '04' R model (let's call it that to save confusion) is now the base model of the Mille, while last years R was in fact the top of the range. Confused? Well read on...

Last years R had the exotica already fitted to make it an R, Ohlins suspension, OZ race wheels etc, etc, but this years '04' R has the standard Showa front and a Sachs unit at the rear; you have to go to the next step, the Mille 'Factory' to get the same treatment as the previous R. That model comes with all the Ohlins goodies including a top spec steering damper which the new R doesn't get at all, and of course Brembo radial brakes. We'll be testing a Factory in a couple of weeks, so keep coming back. Well that just about explains it, if you got lost somewhere just keep reading!

The instant giveaway that the new Mille R is not just a re-vamped '03' model is the bodywork. We now have a very angular and much slimmer profile than the bulging rounded lines of the '03' model, this gives the new bike a very sleek look indeed, and give Aprilia credit here, it's a stunning bike to look at now. As per quite a few bikes today including Ducati's 999/749 range, the front indicators are built into the mirrors. It creates a very slim profile now, but again a-la-Ducati you really can't see much in them without having to lift your arm to stare back under your armpit. What's behind doesn't matter, it's the prey in front of you that counts!!

The smaller, more compact appearance of the new bike made me think at first that the rider space had become more compact too, though I was proved to be completely wrong on this. Although the new bike has a lower windscreen, there's quite a bit more room between the seat and the fuel tank. This means that you can tuck in a lot more than the previous model, and another bonus here is that the overall aerodynamics will be improved at speed. Both the old Mille and the '04' R do still have a similar feel to them, but the '04 makes you feel if you are sitting 'in' the bike, rather than 'perched' on top of it. It just doesn't feel a high as the old model, a criticism many potential buyers had when looking for a rather exotic v-twin. The new Mille sits a full 2.5cm lower, and if you had ever had any doubts about touching the ground on the old one then I would suggest a look at the new Mille R. I don't think you would hesitate now.

Sitting on the new bike you are immediately faced with a full set of brand new instruments. Gone are the ex - Fiat Strada surplus units! Now they have been replaced with a very neat single piece unit with a digital speedo and analogue tacho. All the lights are in the right place and when you turn on the ignition the bike does the usual modern pre-flight check. There is also a full timer facility, clock, mph/kmh conversion mode and even a side stand warning light! The layout on the rest of the bars etc is still pretty much the same with the exception of radial master cylinders. The switch gear is still the usual 'funky' Aprilia layout with upside down horn and indicator switches providing endless fun to other road users as you sound your horn to turn right at a roundabout, or flash the lights to warn someone, it will take you a few days to get used to this, it did for me anyway!

As regards the rest of the front end of the new Mille R, when looking forward from the new riding position the frontal area is now much smaller and lower. You can spend a lot more time concentrating on the road ahead as the bike almost disappears from your view. The adjustable alloy levers are also very good, fine tuning to your exact needs, they are light to operate and easy to use, even with new waterproof gloves purchased when my others (leather race gloves) were just soaked through! The Mille R feels extremely narrow all over now, gone is that slightly outdated styling, what you have now is a slim, modern styled superbike with integrated indicators both front and rear. The rear indicators are in fact housed in possibly the sleekest, sexiest looking tail unit on any current motorcycle. Here is a bike to rival the best exotica from Italy.

Hidden away under the sweeping alloy frame rails lies a brand new engine called the V-60 Magnesium. It is essentially the same layout of a 60deg V-Twin and has 4 valve heads with double cams, but that's about where the similarity ends. Aprilia have designed new heads for better combustion, only a single plug is now needed per cylinder, it has new cams and valve springs and a whole host of extra little things to make up this engines claimed 139 bhp. In the electronics and fuel department we now have 57mm throttle bodies instead of the previous 51mm, new intake ducts, a single injector per cylinder, and a new pressurised air-box giving some 3% increase in power on the move. All this is managed by a new ECU with 15 sensors on the bike to fine-tune it through an diagnosis terminal in the instrument cluster.

All these modifications to the '04' R have made a huge difference in the overall ride on the road. Now we have a very responsive engine with lots of smooth power delivery right up the range, but there's a surprise still to come when you get beyond 8,000rpm.. Lots more power suddenly appears up to the rev limiter around the 11,500rpm mark. The new bike becomes a Wolf, ready to give chase to anything in it's path, it's great fun!!

Riding it on the road in winter is probably not the best place for it in reality, all that alloy and those designer Italian fittings do take a bit of a 'hammering' on the UK roads, but a quick jet wash soon gets rid of all that salt bringing the gorgeous looking Aprilia back to it's former glory. In general on road riding all you need to do is to ride it around at about 5-6,000rpm, run a gear higher than you think, and it will pull smoothly and feels totally relaxed to ride. A Sunday cruise is about the best description for it, but take note here, in 6th gear you will find yourself doing about 90-100mph, and feeling as easy as you would at 50mph!

Once you Start to get used to the power delivery it's time to play! On the one dry and salt-free day I had it gave me a good chance to try out the bike on something other than slippery or wet roads. The Aprilia is a fast bike, a seriously fast bike, but there are faster ones out there. Any 1 lt Japanese 4 cyl superbike will give the Mille a real run on speed and acceleration, but when it come to feel and stability the V-Twin has it. Four cylinder bikes are brutal in their power delivery, there's no room for the slightest error or it will spit you off, but the Millle is a lot more forgiving. The balance of power delivery, good handling and good brakes makes this bike so much easier to ride fast on ordinary roads than your average four cyl superbike. Sure it wheelies on power in 1st to 3rd, and it will spin up the rear wheel if your'e heavy handed, but with it's balanced Showa front USD forks and Sachs rear unit it always feels solid and firmly fixed to the road. The one thing I would advise is the steering damper upgrade as it tends to shake it's head under heavy acceleraton, and when you discover that the front wheel has been airborne for the last 100mtrs!

The Aprilia Factory and the standard Mille 'R' share the same base chassis geometry as the old model, but subtle changes are obvious throughout including the headstock which has been repositioned lowering the new bike. More lowering has also taken place with the swing arm mountings, and the pivot and is now further forward by 0.5mm. The engine sits 4mm further over to the right completing the changes, so the outcome of all these changes adds up to a very different bike indeed. The standard mount, Brembo four-pot calipers on the R model are very strong and provide lots of feel, and they're all you'd probably ever want - as long as you don't try the the feel and power of the radial mount Brembo calipers of the Factory model, then you may change your mind to overkill!

On the road one of the most noticeable changes is the way the bike turns in on fast corners. The old Mille always used to feel as though it wanted to run in wide asking for a little muscle, on the new '04' this is just not the case. Unfortunately as the roads were mostly slippery it did show a tendency to want to run wide on the exit of corners, but I mainly put that down to the slippery surface and to the standard Michelin Pilot Sports, not a favourite feed-back tyre of mine at all! The 43mm Showa forks allow adjustment for spring pre-load, compression and rebound damping, I did find the standard settings a bit too hard for general road use, but on smooth roads they worked well, so track use should be great! I found the rear Sachs unit to be behaving very well in any conditions, no need to alter anything there. The Mille also has Aprilia's pneumatically controlled clutch on it and this contributes to super smooth corner entries allowing slip on deceleration stopping the rear wheel hopping after a quick downchange.

Dry weight quoted for the Aprilia Mille R is 185kg, so it's not a lightweight in comparison to most Japanese superbikes with about a 20kg handicap. This doesn't really come into it in the real world, only on the race track would it be at all noticable, but then the twin does have it's advantages in so many places over the mad 4cyl 1000's!

In conclusion the Aprilia RSV Mille 'R' is fast, it's exotic, it's seriously stylish, and both gets and deserves the looks it receives from other bikers and road users. Aprilia have made sweeping changes to the Mille, it's changed from a somewhat overweight looking and dated bike into true Italian Stallion. The Mille R and the Factory are bikes for the enthusiast Italian sport-bike rider, they are absolutely beautiful to look at, and even more beautiful to ride.

At the end of every ride, even in some of the worst weather, I walked away impressed. The new Mille is faster, more composed, and probably the most important point here, is easier to use than ever. Comfort is not n issue here, you don't get sore on it in general riding. The only time I ever felt any pain was after a serious amount of traffic and filtering, then the wrists suffered a bit, but that's it. The new bike has been improved in almost every department regarding performance and handling, its looks are up to each individual, but I can honestly say it looks fantastic. If I were the owner of an older Mille and tested one of these then I'd be handing over a cheque for one tomorrow. Still that's just my point of view, everyone has their own tastes, to each their own I say!