Honda CBR600RR Review

Honda has given its supersports weapon subtle tweaks for 2009, designed to give it more mid-range oomph and a smoother power delivery. New pistons, cylinder head and exhaust system have bolstered torque between 6000-10,000rpm, which makes the engine more flexible on the road. Luckily for us, this has been done without sacrificing any top-end power. The big news, though, is the optional electronically-controlled Combined ABS system, which is a world-first for a supersports machine. A new-style bellypan now covers the whole engine and the C-ABS valve unit for the front brake.

The C-ABS version doesn’t detract from the enjoyment of riding MCN’s supersport 2008 machine of the year, and it feels just the same to ride as the standard Honda CBR600RR, even on the track. The C-ABS stays in the background until you get into a difficult braking situation, then the ‘brake-by-wire’ kicks in and will save your bacon, so sportsbike purists need not worry about the system getting it the way.

Engine

Honda didn’t really need to tweak the 107bhp, in-line-four-cylinder 599cc motor as it’s a gem in the first place, with a powerful, screaming top-end and a decent dollop of mid-range. The engine is especially effective at delivering incredible performance, thanks to the Honda’s lack of all-up weight (it’s the lightest of all the 600s). The Honda CBR600RR’s motor is already more flexible than the ‘08 Kawasaki ZX-6R, Suzuki GSX-R600 K8 and ‘08 Yamaha R6, but the tweaks to the engine and exhaust have made it even nicer to live with.

Ride And Handling

There are no changes to the 2009 Honda CBR600RR’s chassis: this is no bad thing as, like the engine, it’s class-leading. Stability in a straight line and through the corners is absolute, the suspension action and control is as fluid as pukka race kit and the standard model’s brakes are full of feel and power. This is a machine that loads you with confidence and flatters your riding like a Ducati 1098R. Honda’s optional electronically-controlled Combined ABS system is a thing of genius. In normal conditions the CBR works the same as a conventional machine, but in an emergency it takes over and stops the wheels from locking. It also distributes the braking between front and rear calipers to give maximum stability in all conditions.

Equipment

The Honda CBR600RR comes with everything you need to hammer round the racetrack, including radial brakes, fully-adjustable suspension and an electronically-controlled, speed-sensitive steering damper. The only toy it’s missing is a slipper clutch. Add the C-ABS into the mix and it’s the complete package.

Value

This is a lot of beautifully-built, high-performance machine for your money and worth every penny. The C-ABS system adds another grand or so to the price, but when you know it could save your life, can you afford not to have it?

with thanks to : MCN

NEC Show: Yamaha R1 wins as MCN’s Bikes of 2009 are revealed

The revolutionary Yamaha R1 is today revealed as MCN’s Bike of the Year. An expert panel of judges headed by MCN Editor Marc Potter voted unanimously in favour of the bike, with Potter presenting the award to a delighted Yamaha at the NEC show. Triumph claimed the Manufacturer of the Year Award. The full list of 2009’s MCN Award winners, and the R1’s citation appear below. A full run-down of the winners and judges comments will appear in MCN’s 2 December edition.

Bike of the year

Yamaha YZF-R1
“It’s a no-brainer” said one judge; “You simply couldn’t give the award to any other bike” said another. The praise was without qualification and the decision unanimous. Yamaha took a massive gamble when it launched 2009 R1 — altering the character of superbikes, abandoning the headline-grabbing horsepower war and asking riders to relearn how to get the best from their bike. But it worked. The crossplane-cranked R1 was a real risk but a genuine innovation, and one that’s been rewarded with championship wins the world over. In finding a way to innovate in a class that had become conservative as it approached the limits of conventional performance, Yamaha has set a powerful example to other manufacturers — and inspired bike buyers to believe there’s life (lots of it) in the superbike class again.

Manufacturer of the year

Triumph

Best Machine — New Riders

Honda CBF125

Best Sports Tourer

BMW K1300S

Best Tourer

Victory Vision Tour

Best Naked

Triumph Street Triple R

Best All-Rounder over 750cc

KTM SM-T990

Best All-Rounder under 750cc

Kawasaki ER-6f

Best Sportsbike under 600cc

Honda CBR600RR C-ABS

Best Trailie

BMW F800GS

Best cruiser

Triumph Thunderbird

Best Scooter

Yamaha Vity 125

with thanks to : MCN

Suzuki GSX 1300R Hayabusa Review

Overview of Suzuki GSX 1300R Hayabusa

Suzuki have played around with the GSX1300R Hayabusa’s styling without losing the original’s looks and character, as a result the new Suzuki Hayabusa looks really sleek.

Engine capacity had increased and so has power and torque. Handling hasn’t been significantly improved, more a gentle step forward however the brakes are a miles better, and about time.

Engine

The Suzuki Hayabusa has possibly the post powerful production engine on the market, alongside the Kawasaki ZZ-R1400, Suzuki are quoting 194.bhp and 115ftlb of torque for the Hayabusa.

The motorcycle isn’t restricted in the lower gears its full power all the way to the 186mph speed limiter.

Ride and Handling

Not much has changed on the new Suzuki Hayabusa: same wheelbase, rake and trail. However the shock and front forks have been upgraded and the swing arm strengthened.

Thankfully the Hayabusa’s brakes are now radial and do an excellent of stopping the big girl, without any fade even on the track.

As you expect from the Suzuki Hayabusa you can’t fling it around but if you ride smoothly it’s very rewarding and with a few tweaks makes a decent track motorcycle.

Equipment

Fully adjustable suspension front and rear comes as standard on the new Hayabusa and like every new big Suzuki motorcycle there’s a three-way power switch limiting power.

It’s not just a gimmick you really notice the difference between the power modes, making the Hayabusa less of an animal than before.
Quality and Reliability

Cosmetically the Suzuki Hayabusa has been tweaked, especially the back end, and there’s a noticeable difference in the quality of finish.

I like the new look, the quality of finish is top shelf, paint is deep, much improved over the original Hayabusa.

Being a Hayabusa reliability is unquestionable.

Value

£9000 for arguably the fastest production motorcycle on the planet, that will be enough to see the new Suzuki Haybusa top the sales charts.

Quality of finish has vastly improved; it looks sleeker, but still retains that essential Suzuki Hayabusa character.

with thanks to : MBZ

Kawasaki ZX-10R Review

Overview of Kawasaki ZX-10R

The new Kawasaki ZX-10R scores an easy five out of five; it surely must be the fastest production 1000cc bike of the current crop. But this ZX-10R is not all about Kawasaki’s new blistering engine and head-banging attitude, it’s controllable and handles much better than the previous ZX-10R and despite the blistering pace is actually easier to ride. Not for the faint hearted, the new ZX-10R is a true superbike for the road.

Engine

If you want torque and bottom end power then look away now. However if you want arm ripping acceleration and a 1000cc engine that seems to rev like a 600 you’ll be wanting the all-new ZX-10R. Kawasaki is quoting nearly 200bhp with ram air, more than last year’s bike which was never a slow bike.

Ride and Handling

Even though the latest Kawasaki ZX-10R is actually heavier than last year, it doesn’t feel it. The shape of the motorcycle is much thinner which makes the bike feel lighter and more manoveable. Its wheelbase has been increased and the rake has been stretched which adds stability, yet the ZX-10R still turns with ease. However, make sure that steering damper is turned up.

Equipment

Kawasaki was the first manufacturer to fit a back torque limiter or slipper clutch, and it’s the same again for the new ZX-10R. There’s also radial brakes, petal discs, fully adjustable suspension front and rear and an Ohlins steering damper as standard. Also, don’t forget Kawasaki new Kawasaki Ignition Management system, which is designed to reduce wheel spin under extreme circumstances.

Quality and Reliability

As the latest ZX-10R is brand new, it’s near impossible to comment on the motorcycle’s reliability. However there haven’t been any problems with previous models, and Kawasaki engines are generally regarded as bullet proof. On face value there is high level of quality materials used and recent high mileage Kawasakis we’ve ran on the MCN fleet have coped with everything, even a few freezing salt ridden winters.

Value

The new Kawasaki ZX-10R is competitively priced, looks the part and on first impressions from the launch looks like its going to be the fastest 1000cc sports motorcycle out there. So if you want the fastest you are going to have to pay the price. Still you can always sleep with peace of mind, as build quality is now a match for the Honda and second hand prices shouldn’t plummet, depending on its bad boy reputation.

with thanks to : MBZ

Leaders of the pack – Siam International Bike Week

Bike events are not new to Thailand – indeed the Phuket and Chiang Mai Bike Shows have been drawing vast numbers of motorbike enthusiasts for years, as have smaller events in other cities all over the country.

Now downtown Bangkok gets to host an event, with Siam International Bike Week 2009 all set to rev its Harley-Davidson engines on November 28 in Siam Square.

“Motorcycle events have been organised for more than 10 years but they tend to be domestic affairs and sponsored by one or more motorcycle brands. This is the first time an entire event is being devoted to Harley-Davidson and its international image,” says Chaiyaphat “Aor” Chanvilai, founder and managing director of architectural company Jomsubhan and organiser of the Bike Week.

“If our event were to be included on the annual World Calendar of Motorcycle events, Harley-Davidson bikers from all over the world would automatically come along.

“Last year’s Phuket Bike Week drew foreign enthusiasts from Malaysia, Singapore, Indonesia, the Philippines and Brunei. We even had bikers from Saudi Arabia who deplaned in Singapore and rode up to Phuket. I’m really hoping they’ll come to Bangkok. I’d also like to see bikers from Japan participating in our event.”

The Harley Owners Group says its global membership currently stands at 1.3 million. Established by Harley-Davidson in 1983, the group kicked off with a few thousand customers keen to share their passion and show off their precious motorcycles. By 1985, membership had increased to more than 60,000 and in 2006, it passed the one million mark.

Chaiyaphat, who won Bt1 million on Channel 3’s reality quiz show “Atchariya Kham Khuen” (”One Night Genius”) three years ago, says there are about 10,000 Harley-Davidson owners in the Kingdom alone and that he’s expecting more than 3,000 local and international bikers to turn out for this first event.

“I think Siam Square is an ideal venue,” he says. “It’s accessible by Skytrain and near major shopping centres Siam Paragon, Mah Boonkrong and Central World, so we’ll draw the crowds. Most importantly, it’s suitable for the bikers.

“I initially intended to block off several sois in Siam Square but in the end, settled for just sois 2 and 3 because of budget limitations,”

Chaiyaphat, who is spending Bt6 million on his dream, says visitors and participants will be able to enjoy a wealth of activities on the day. These include the “Ride for the King”, an “Asawin” (Knight of the King) exhibition with speeches by the honorary bikers, several Harley-Davidson booths, a concert, a Miss Siam International Bike Week contest and a Mr Young At Heart competition. There’ll also be Harley-Davidson contests for “Best of Classic Bike”, “Best of Custom Bike”, “Best of Stock Bike” and “Best of Character”, plus a Hall of Fame Award.

“The exhibition should feature eight ‘Asawin’ motorcycles, among them the Shovelhead 1973, and the Electra Glide Police 1200cc, which was named by His Majesty the King. The Hall of Fame award will go to a Harley Davidson rider who has brought honour and fame to his country.”

Those who are planning on spending the day at the event might want to snap up one of the 5,000 tickets for the lucky draw. While pricey at Bt883 a pop, the winner does take home a Harley-Davidson Sportster Iron 883cc worth Bt658,000.

“It is the new and smallest Harley-Davidson bike from America,” explains Chaiyaphat, who’s been riding a Harley-Davidson for 15 years and currently owns a Screamin’ Eagle Ultra Classic, priced at Bt1.8 million.

“I used to own a Softtail Sportster but these days a Touring class bike better suits my needs.

“Our country has some of the best motorcycle routes in the world and the roads are good in several provinces. I especially enjoy riding from Chokchai Farm to Lamtakong in Nakhon Ratchasima; the scenery is incredibly picturesque,” concludes Chaiyaphat, who’s a member of the Immortals Thailand Motorcycle Club.

Revved up and roaring

The Siam International Bike Week takes place on November 28 from 8am to midnight in Siam Square, Bangkok.

with thanks to : NATION

First Ride: 2010 Kawasaki Z1000

Roland Brown has just returned from his first ride aboard the 2010 Kawasaki Z1000 and here are his first impressions ; “It’s seriously quick. With 138bhp tugging at at your right hand, the bike’s blindingly fast. Sportsbike quick, I’d say. It looks the part, too.”

Kawasaki have gone all-out with the 2010 Z1000: new engine, chassis, styling, suspension and a 10kg drop in weight make this beast a ground-up rebuild, not a five-minute makeover.

Kawasaki have upped the bike’s engine capacity from 953 to 1043cc, thanks to an increase in both bore and stroke. The previous Z1000 had a bore and stroke of 77.2 x 50.9mm: the 2010 model now sports a 77 x 56mm motor. Compression ratio is 11.8:1, and fueling is handled by a bank of 38mm Keihin throttle bodies.

“As you’d expect, the bigger engine has given the bike extra power but, more importantly, added torque,” froths Roland. “It’s got immense pull all through the rev range, but the best acceleration is still above 6000rpm. That said, there are some intrusive vibes once you start wringing its neck; seat, pegs and bars all transmit an annoying buzz back to the rider.”

Some have criticised the previous incarnations of Kawasaki’s big-bore naked for its budget suspension and limited handling over bumpy ground. According to Roland, Kawasaki have listened and addressed the problems, as the new Z remains stable mid-corner; something the old bike wasn’t so good at.

“The new aluminium chassis (the old one was steel/aluminium) and improved suspension are a noticeable improvement over the old bike. The last one was good up to a point but the 2010 bike keeps its composure over bumpy tarmac, especially handy when you’re pressing on into unknown territory. The frame beams curve over the engine, just like on the ZX-10R, creating an overall narrower mid-section. The engine, working as a stressed member of the frame, is solid bolted at three places, with a rubber mount at the upper rear of the crankcase, making the bike feel surprisingly slim.

“The build quality looks better, too. It’s difficult to tell what one would look like after an arduous British winter, especially those alloy wheels, but it’s good to see Kawasaki upping their game.”

Other stuff: the 2010 Zed gets a flashy digital LCD dash, blunderbuss-style exhausts, an ABS option and some questionable paint schemes.

The Kawasaki’s up against a host of today’s top notch nakeds: Honda CB1000F, Ducati Streetfighter, Triumph Speed Triple and Yamaha FZ-1, to name a few. An estimated £8000 gives the new Kawasaki a head start on others in class. Let’s just hope the asking price is worth it.

with thanks to : VISORDOWN

Ducati 696 Monster Review

Overview of Ducati 696 Monster

The new 696 Monster is Ducati’s most important bike, this is the bike that brings in the money and the sales, and thankfully it seems Ducati have got it spot on with the all new Monster.Thankfully they’ve not played around with the styling too much, and just improved the old bike as a package, in terms of engine performance and handling.

Engine

The cylinder head of the new Ducati 696 Monster is now very similar to the two valve 1100 Multistrada’s.Bore and stroke remain the same but Ducati have managed to squeeze out and extra 9% of power.

Thankfully it’s not lost any of its character, and still sounds and feels like a Monster

Ride and Handling

The Ducati 696 Monster is still distinctively a Monster, and feels like the old bike on board, but it’s not an uncomfortable over stretch like the old bike.

It still feels light and is easy to throw around.

The understeer feeling of the old bike has been rectified and so has the poor ground clearance thanks to the new re-routed exhausts.

Equipment

The Ducati 696 Monster’s clutch is feather light and comes as a slipper clutch as standard.The Brembo radial brakes up front are powerful but still progressive and ideal for novice riders.

However, only the shock is adjustable and for the price we’d expect fully adjustable suspension.

Quality and Reliability

As you’d expect from Ducati recently the level of finish on the Ducati 696 Monster is very high even on for a budget model.The engine has not changed too much and the old motor took a thrashing in its stride, as many engine actually ended up on race tracks.Keep the bike regularly serviced by a Ducati dealer and you shouldn’t have any problems.

Value

This is the new Ducati 696 Monster’s only downfall really.

Yes, it’s cheap for a Ducati, you’re buying into a quality brand and fashionable brand, but the competition is considerably cheaper, bikes like the ER6 and SV650.If you are buying with your heart then you’ll go for the Italian but if money is tight you may as well go for one of the cheaper Japanese bikes.

with thanks to : MBZ

2010 Honda Fury Project Bike Preview

Honda looked to increase its cruiser street cred last year with the release of the 2010 Honda Fury. Though it used the familiar 1312cc liquid-cooled mill developed in the VTX1300, the Fury’s styling was a big contrast to the Japanese manufacturer’s prior offerings. Sporting a radical neck height and a heavy 38-degree rake with a big 21-inch wheel up front, the Fury is long and low, featuring a 71.2-inch wheelbase and a 26.7-inch seat height. It has a beautiful sculpted tank that stretches over the long, arched backbone. Honda went 200mm wide on the rear of the shaft-driven motorcycle to maintain the bike’s front-to-rear balance, and priced it far below any other factory-custom choppers to make it even more marketable.

But after our factory chopper comparison between the 2010 Honda Fury and the 2009 Big Dog Coyote, the Fury’s shortcomings became apparent. We wanted more power and more growl. The VTX1300 engine, though it will run forever with only a minimal amount of maintenance, was underpowered. This was corroborated by our dyno runs on the stock Fury that produced only 56.23 hp @ 4300 rpm and 71.32 ft-lb of torque at 3100 rpm. It’s got a little launch off the line, but not much, and when it hits around 4800 rpm, it signs off abruptly.

To remedy the problem, the 2010 Honda Fury project bike is headed south for some engine modifications courtesy of our buddy Jim Guiffra of AFT Customs. Jim specializes in building championship-caliber metric motorcycles and won the prestigious title of Metric World Champion at the 2008 AMD World Championships. We talked to Jim about our project at Las Vegas BikeFest where he suggested new pistons, cams, and a reworked air intake as a solution to our power problems. We couldn’t believe it when someone with his skills agreed to help us squeeze more power out of the single overhead cam engine. We’ve got our base dyno numbers above to measure the modifications against, in addition to our seat-of-the-pants impressions.

And though exhaust sound is arbitrary, the note coming out of the stock pipes is a bit tame. Sure, the exhausts meet current EPA standards, but a chopper traditionally has a more resounding exhaust note than the stock Fury. So our friend Andre La Plante at Cobra Engineering has sent over a set of its Speedster Swept Exhausts to remedy the situation. We’ll see if the new setup shaves off any weight or gives us any more power than the stock pipes. You can bet we’ll be doing some before and after sound files, too, to share the new auditory experience.

We also aim to do away with some of the plastic bits and replace them with shiny chrome. Aww, the luster of chrome. Kuryakyn has a set of chrome engine case covers and some stainless steel brake lines that will help the transformation. They also offer a master cylinder cover that we’re checking out.

How about new bars and a new front end? We’ve been talking to CJ Hanlon of Guilty Customs about retrofitting one of its Guilty Narrow Glide Girders to give the front end a more industrial look. If that doesn’t work, we’ve got a back-up plan, too. Still searching for some short, straight drag bars though. Any suggestions out there?

The transformation of the Fury definitely calls for some fresh paint and graphics. The monochromatic scheme of the black Fury we have is a little anonymous, so we’ll see if we can’t make it more attention-getting. Some new wheels should help too. We’ll start on the engine mods first before we work on grunging up the rest of the Fury.

Honda also announced this week that it is beefing up its cruiser contingency with the release of its 1300 Custom Line. We reported on the first two models when they debuted at the Tokyo Motor Show, the VT1300CR and VT1300CS. For marketing here in the US, the cruiser motorcycles have been renamed the 2010 Stateline and 2010 Sabre, with the Stateline sporting large valanced fenders while the Sabre has a sportier Pro Street stance. Honda also announced a touring-ready version in its 1300 Custom Line called the 2010 Interstate. It utilizes the same 52-degree V-Twin engine, but is equipped with hard saddlebags, a windscreen, floorboards, a heel-toe shifter and fork covers.

with thanks to : MTC-USA

Why Rossi’s Bike is A Winner

Yamaha’s MotoGP group leader Masahiko Nakajima explains the success behind Rossi’s weapon ; WITH ANOTHER rider and manufacturer championship under their belt, and at least one machine on the rostrum at every race of the year, it’s easy to see why Yamaha’s M1 racer is the bike everyone wants to ride.

Explaining the success behind the company’s racing-winning machine, Yamaha’s team director and MotoGP group leader Masahiko Nakajima told reporters after the final round in Valencia how the company had developed the devastatingly fast M1 racer.

“We determined that we needed to enhance maximum tyre performance by modifying the chassis, and to improve the engine management system: engine performance was improved by 12 percent and fuel consumption by six percent,” he said. But stability was compromised, and engine reliability suffered.

For 2009, the chassis was modified, with increased vertical rigidity, and a longer wheelbase that gave improving stability.

Wind tunnel engineers improved the fairing’s CdA (drag factor to you and me) by five percent and the machine’s top speed by one percent.

At the sharp end, the airbox was enlarged, and fuel pressure increased, while the injector positions were also altered. Fuel consumption was addressed with a more efficient combustion chamber design, and by reducing internal friction with new surface treatment for crankshaft and crankcase, said Nakajima, who added: “we focused on part-throttle performance.”

Further advanced analysis showed the “piston temperature was reduced by 30 degrees,” doubling engine life but provoding lacklustre performance, according to some riders. Yamaha’s main man, Valentino Rossi, said his new bike’s long-life engine felt ‘tired’.

“Now, 2,200 km is no problem for the engine,” said Nakajima. “For next year, we need to achieve 2,400 km. Before Brno [when the regulations came into force] engine life was 1,000km without trouble, but with a loss of performance after 600 km.

Asked why Pedrosa’s Honda generally took the hole shot at every race, Nakajima responded: “When the clutch is engaged the Honda is faster — we need more horsepower”. He also praised Honda’s late-season development, after Brno. “I think they are very strong to get reliability while maintaining performance,” he said.

Watch out for Honda in 2010. We reckon they’ll be back with everything they’ve got in their armoury.

with thanks to : VISORDOWN

BMW Upgrades Boxer Engine for 2010

It was expected that BMW would debut an upgrade to its iconic Flat Twin Boxer for the 2010 R series. Now the details are revealed, as 2010 motorcycle info leaks prior to the upcoming EICMA Milan Bike Show. Here’s what the spec sheets and PR machine say about the new Boxer.

Same Displacement

:No, the Boxer is not gaining any CC. Bore and stroke is identical at 101 x 73mm with the 1170cc displacement unchanged.

New DOHC Cylinder Head

: The 2010 Boxer cylinder heads feature cylinder head upgrades first used on the HP2 Sport. The DOHC design sources two chain-driven camshafts, with each camshaft controlling both an intake and exhaust valve in the radial four-valve head. The valves themselves have changed, with diameter increased on both intake (1.42-1.54 inches) and exhaust (1.22-1.30 inches), with valve lift also increased. Compression ratio is unchanged at 12:1, however, a new combustion chamber shape necessitates the use of red-designed cast-aluminum pistons.

Larger Air Intakes

: New black throttle butterfly manifolds are larger, up 0.12 inches to 1.97, and work with redesigned intake manifolds and air filter element.

Performance Gains

: All the motor tweaks add up to more power and a higher-revving Twin. Peak horsepower claims jump 5 hp to 110 total, with torque up 3 lb-ft to 88. The peak outputs come at a higher rpm, a respective 7750 (up 250 rpm) and 6000 (up 500 rpm). The redline jumps an extra 500 rpm as well, to 8500. Overall, BMW claims the modifications “provide a significantly more homogeneous flow of power and torque throughout the entire speed range.”

Throatier Exhaust

: The exhaust system looks identical to its predecessor, but BMW promises a sweeter tune with a new internal structure to the rear can, along with an electronically-controlled exhaust flap. BMW describes the new decibels as “a particularly throaty Boxer sound naturally in full compliance with legal standards.” Naturally.

The new Boxer motor headlines the upgrades to three 2010 R-series machines announced by BMW: the popular BMW R1200GS and its Adventure sibling, as well as the R1200RT tourer.

2010 BMW R1200GS & Adventure

After the engine upgrade, the changes to the 2010 BMW R1200GS models consist of new color options: Alpine White, Magma Red, Ostra Greymatt and Sapphire Black for the GS; and Smoke Grey and Brilliant Yellow for the Adventure. The standard GS now also offers an LED headlight as an accessory option.

2010 BMW R1200RT

Changes to the RT model are more significant, with a redesigned fairing and rider cockpit. The fairing shape looks a little sharper, more angular. The new bodywork is teamed with the new magnesium-colored cylinder covers for aesthetic changes.

Behind the controls a rider is greeted with a refreshed instrument cluster, as well as new switch gear. That’s right, the old paddle shifters that were killed on the K series last year, have left the R1200RT for 2010. On top of the more conventional turn signal switch, the RT will feature and intersting Multi-Controller switch for its optional audio system. The new unit is placed on the interior of the left handlebar grip and works similar to a computer mouse with a rollable, pressable wheel allowing on-the-fly music selection without removing a hand from the bars.

with thanks to : MTC-USA

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