source: http://www.motogp.com/en/news/2010/Rossi+new+helmet+video+Misano

for more information go to you Yamaha off-road dealer.

source: http://europeanmotornews.com/2010/08/23/2011-yamaha-off-road-models/

Sky Ranch for Boys, one of this year’s Legends Ride recipients, is a group care center and school that has been helping troubled boys since 1960. The boys receive counseling and drug-and-alcohol treatment. They also learn to ride horses, develop a work ethic and, for some boys, pilot an airplane. The 3,000-acre ranch is located on the far western edge of Harding County, S.D.  The other recipient, the Sturgis Motorcycle Museum and Hall of Fame, has been a Legends Ride beneficiary since the first ride in 2008. Located on Sturgis Main Street, the museum celebrates the history of motorcycling and the heritage of the Sturgis Motorcycle Rally. More than 70 vintage motorcycles are on display, including a 1910 Flying Merkel, a 1912 Indian Twin and a 1952 Vincent Black Shadow.

To date, the annual Legends Rice has raised more than $150,000 for charity. Rod Woodruff, president of the Buffalo Chip, said the generosity of motorcyclists is not a surprise to him. Bikers are some of the most giving people anywhere, he said. Woodruff noted that during a traffic jam en route to Deadwood Monday afternoon, bikers struck up conversations rather than beeped their horns.

George Milos, director of the Deadwood Chamber of Commerce, said the Deadwood business community is proud to host the start of the annual ride. It’s a good cause and a fun event, Milos said. He said the Silverado-Franklin Hotel and Gaming Complex and Deadwood Tobacco Company, both Deadwood businesses, have been generous with their sponsorship and help in staging the event.

“The Legends Ride would not be possible without the generous support of our sponsors, said Buffalo Chip Sponsorship Director Lon Nordbye. We would like to thank Anheuser Busch, Black Hills Harley, First Interstate Bank, Hot Leathers, Interstate Batteries, K & G Cycles, Knology, Lehman Trikes, Pepsi, Progressive, the Renewable Fuels Association and Victory Motorcycles.”

source: http://usridernews.com/2010/08/23/more-than-300-bikes-join-third-annual-legends-ride-raises-53000-for-charity/

The 26 year-old capped off a magnificent weekend in which he was confirmed as a Yamaha factory rider for 2011 with his second podium of the season, in a rookie year which continues to go from strength to strength.

“I’m really happy to have got my best result in MotoGP in front of the American crowd and at a track as famous as Indianapolis,” said Spies, who is now the highest placed rookie and satellite rider at sixth in the Championship standings. “I always said I wanted my best result in my home race, so it’s mission accomplished.”

The result came from his first pole position start in the premier class, and he continued: “After the pole position I got a great start and it felt good to be out front for the first time in MotoGP. But I didn’t have the pace for Dani (Pedrosa, race winner) today and he rode a great race. I’m happy because I didn’t make too many mistakes when I was out in front and I was consistent for the whole race. When Dani passed me I knew I couldn’t follow him, so I let him go and concentrated on keeping a gap to Jorge in third and that’s what I achieved.”

Having finished ahead of factory riders Jorge Lorenzo and Valentino Rossi, Spies added: “I can’t complain because it was a great weekend and to be top Yamaha rider when you look at who else is on that bike is pretty satisfying. It hasn’t sunk in yet that I’ve finished second in my home race. But I’ll enjoy it before I hop on a plane and try and do it again in Misano next weekend.”

source: http://www.motogp.com/en/news/2010/spies+happy+for+the+second+podium

Topping the range and new for 2010 is the Electra Glide Ultra Limited. This mothership is Harley’s full dress tourer boosted with 10% more torque than the Twin Cam 96 engine fitted to the rest of the touring range. The Electra Glide Ultra Limited boasts a larger Twin Cam 103 (1688cc) powerplant and rides on its own unique 28-spoke cast aluminium rims that are made here in Australia.

The Electra Glide Ultra Limited commands a $3000 premium over the long running and hugely successful Ultra Classic Electra Glide. The engine upgrade alone is certainly worth the $3000 extra and makes the Electra Glide Ultra Limited a very good buy. At $39,390 ride away though it is far from bargain material, but when you add up what is on offer compared to the rest of the line-up, it does offer reasonable value.

Heated grips, luggage rack, special two-tone paint schemes and minor changes to the instruments help the Electra Glide Ultra Limited stand out from the crowd. Aside from the 50k plus special CVO bikes, the Electra Glide Ultra Limited is Harley’s top of the range with more features and more power than any other model in the line-up.

Harley’s Electra Glide Ultra Limited and Ultra Classic Electra Glide go head to head in the marketplace against Honda’s Gold Wing, Triumph’s Rocket III Touring and Victory’s Vision. On previous form the sales figures of the Gold Wing and Rocket III Touring combined don’t even go close to matching the Ultra Classic Electra Glide.

That’s really no big surprise, but there are a few other facts that might cause you to raise an eyebrow. The Ultra Classic is the lightest of that aforementioned quartet, it has the lowest seat height, the shortest reach to the bars and the best fuel economy.

It can’t out do the Gold Wing in regards to luggage capacity but in the Harley’s favour its panniers and top box are much easier to use. Instrumentation and equipment wise, the more expensive Gold Wing boasts a much more powerful stereo, a reverse gear and in its highest specification is equipped with a fully integrated GPS system and even an air-bag!

The Harley machines score a very narrow victory in slow speed handling but if your ride includes fast sweepers, new chassis or not, the Harleys can’t hold a candle to the Honda once the bends arrive.

While the Gold Wing is a huge motorcycle, the way it soaks up the bends is quite incredible and in the handling stakes Honda’s Gold Wing makes a mockery of any cruiser style motorcycle. This is, in essence, the biggest difference between the Gold Wing and a Harley.

The Japanese bike is a surprisingly willing and capable partner that can safely keep up with much more sporting bikes. In contrast, the Harley is about sitting back and enjoying a more relaxed ride.

However, if your journeys don’t regularly include a pillion you can save plenty of money by opting for the $32,330 Street Glide model.

The Street Glide misses out on the luxurious pillion seat and large top box but does include the panniers, wonderful weather protection, instrumentation, a slightly less powerful stereo and all the creature comforts for the rider that are included on the Ultra Classic. The Street Glide is also quite possibly the most handsome touring bike on the market.

the ever popular Road King is the entry level machine in Harley’s touring line-up and also the best handling machine in Harley’s wide Twin Cam 96 range. Only the smaller engined Sportster or V-Rod models offer better handling than the Road King.

There’s no stereo or beautiful instrumentation that features on the more expensive models in the touring line-up but it still looks after the rider quite well. In comparison to a Softail the Road King offers much better handling and comfort, the difference is vast.

Likewise for the entire tour line-up in fact, dynamically they make the entire Softail or Dyna range feel positively agricultural and are the best machines ever to come from Milwaukee.

If you have always lusted over a Softail, Fat Boy or Wide Glide, do yourself a favour and throw a leg over one of Harley’s touring bikes before signing on the dotted line. If you value handling and comfort, you will take a touring model home instead.

source: http://news.drive.com.au/drive/bike-reviews/harleydavidsons-touring-bikes-examined-20100701-zpeq.html

The decision is a major blow for the world superbike title, with Ducati the only company which has fieled a full factory team in the championship since its inception in 1988.

And Ducati has reaped the rewards too, winning 13 riders’ and 16 manufacturers’ titles along the journey. And bikes like the 888 and 916 superbikes have become classics.

“This decision is part of a specific strategy made by Ducati, the aim being to further increase technological content in production models that will arrive on the market in the coming years,” said Gabriele Del Torchio, President and CEO of Ducati.

“In order to achieve this objective, the company’s technical resources, until now engaged with the management of the factory superbike team, will instead be dedicated to the development of the new generation of hypersport bikes, in both their homologated and superbike race versions.”

Ducati has also delivered some parting brickbats and bouquets at WSBK, thanking the promoters for their long-term support, but also lamenting at what it sees as a movement more towards competition between prototypes rather than for bikes derived from production machines.

According to Ducati, that has led to an increase in costs for both manufacturers and teams, which it says doesn’t “correlate with the current worldwide economic situation, which has made the securing of sponsorship even more difficult”.

Ducati will still provide technical support to satellite teams in WSBK, and both its current factory riders, Noriyuki Haga and Michel Fabrizio, will be looking for new jobs in 2011.

source: http://www.bikepoint.com.au/news/2010/ducati-pulls-out-of-world-superbike-21381

A Pennsylvania company manufactures a custom hearse that was initially thought would cater to motorcycle enthusiasts.   What they have found is that funeral directors are reporting that a large percentage of clients using the motorcycle hearse have never even ridden a motorcycle. The Tombstone Hearse Company’s hearses have become a prime choice for many Military and Police funerals and surprisingly even grandmothers due to the dignity and honor the hearses provide.

The uniform black and chrome style of the combined motorcycle and coach flows as one cohesive unit bringing out the quality accents that complements the reliability and safety that the units are known for. From the laminated deck floor with cut mohair trim to the crushed velour curtains that line the decoratively etched safety glass windows.  It is not just a hearse but also a show unit truly worthy of the great men and women who have traveled to their final destination within.

source: http://www.bostonbiker.com/

Targeting companies that offer a delivery service, such as couriers and food businesses, Honda says the EV-Neo was designed to provide the durability for ongoing daily commercial use.

While the Japanese manufacturer has not revealed specific output figures for its electrified scooter, it has confirmed that the EV-Neo will offer a cruising range of 30km from a single charge. Honda says that its performance figures will be on par with petrol-powered scooters in the 50cc class.

source: http://www.themotorreport.com.au/50164/2011-honda-ev-neo-electric-scooter-unveiled-japanese-launch-this-year

BMW Motorrad has presented the technology at the heart of the forthcoming K 1600 GT and K 1600 GTL touring motorcycles.

Introduced at BMW Motorrad’s new premises in Munich, these two new touring motorcycles include elements of the Concept 6 study, introduced in Autumn 2009, and of BMW’s seven-decade heritage of using in-line six cylinder engines in performance cars.

* This new, internally-developed engine develops 118kW (160bhp) and 175 Nm (129lb.ft) of torque.
* Over 70% of maximum torque is available from 1,500 rpm.
* It is the lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
* It features DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).

source:  http://www.motorbike-news.co.uk/latest-news/bmw-motorrad-announces-k-1600-gt-and-k-1600-gtl-touring-motorcycles/news.aspx?item=349

I priced the PCX at several dealer, 5 to be exact. One dealer said white was not made, but the dealer up the street as well as all others had or could get them. I got prices from 68,500 baht, (but had to pay a lot of extras), to 74,000 baht.  In the end I purchased mine from Nat Motors in Chiang Mai and would highly recommend them. They had 3 colors in stock, and were very easy to deal with.  I paid 70,000 Baht, just under $2200 USD for mine out the door including, all tax, plates, Green book (title), a helmet that would never fit me in 100 years, as well as a light jacket that surprisingly did fit my large size and 1 year insurance that I really don’t have a clue what it really covers. And 5 free service checks that really are not free because you need to pay for the oil and minor things.

The styling for some reason just struck my eye the first time I noticed a PCX.  Wonderful lines, big comfortable inviting seat, nice chrome, dark windscreen that later I noticed you can not see through at all. The brown trim to match the seat, and big crystal clear head light, and those swooping lines I just loved.

However now with 3000 miles on it, some things have proven well, a few others have not.

The instrumentation is very nice. At night the blue color is easy on the eyes and even during the day in bright sun, everything is easy to see. The turn indicators on the dash are big and bright, a nice green color. I never forgot to turn them off after turning. There is a dummy light for temperature, I like a gauge but for the PCX target market this is probably better. Just like a car it has a check engine indicator.  The Odometer has a resettable trip meter.  A nice touch.  I like to use it to check fuel mileage or distance on my adventures.  The 160 (100 mph) speedometer is beautiful and easy to read, but 160 is very optimistic and unobtainable. There is a flashing light for Honda’s new “Idle stop” technology. A system that stops the motor after idling 3 seconds at a stop, and restarts by sending power through the alternator to get you on your way again. On the right handle bar there is a switch to turn this feature off.  Honda claims a 5% saving in fuel burn with this feature.  I really don’t know, I just kept it on. The Honda PCX that will be sold in America will not have this feature. I guess Americans don’t need to save gas, yet. There is a nice small “Glove box” on the bike. Non lockable, but I often kept my sunglasses, camera, or Cell phone there. On the handle bars the controls are big and easy to use. The starter button never failed, but this bike has no real starter. The motor starts by sending power through the Alternator. A new technology used in many Hybrid cars. There is no back up Kick starter like on many Automatic motorcycles. You can not push start a Automatic motorcycle, and it is just reassuring to me to have it there just in case. On the left handle bar they have switched the Horn and turn signal switches around. Not sure why, but several times I went for the horn and turned off the turn signals. The mirrors however are by far the best I have ever had on a motorcycle. Big, crystal clear, telling you what is happening in HD !  Only 10% arm and 90% real useful information.  I may buy some of these mirrors for my other bikes.

The Honda PCX has large comfortable and capable looking IRC tires mounted on Enkei Wheels. A nice looking combination. They are tubeless, which I like for long trips. Very wide 90/90-14 front and 100/90-14 rear. However they never filled me with confidence to try to push the next corner a little bit more and find their limits. Often they would wobble going over slight irregularities, and again over that plastic goo they often use as the lines on roads.  On 2 or 3 occasions I even pulled over to check the tires to see if there were OK.  They were.  Never lost any air, but never filled me with confidence either. And I don’t think there are many options in this tire size.  I have very similar IRC tires on my CBR and love them.  I just wonder why on this set up they did not work for my riding style.  Also the dampers on the rear of the bike are lacking.  Frequently wallowing like a Pogo stick.  I did have a full load, even over loaded, but I expect better. And 1 look at the tiny things show you why.  The rear shocks I will soon replace with aftermarket units, even though the life is still good with the stock units.

Honda uses its “Combi brake” system on the PCX. The rear brake is linked to the front brake to prevent lock up for safety. Both the front disc brake and rear drum brake worked very well, independently or together to stop the PCX quickly. I demand very good brakes on my bikes and this has them. I personally prefer independent front and rear brakes from my racing days to scrub off speed in the corners. However, again for the Honda PCX target market I think this is best.

The seat looks big and comfortable. With visions of “Gold Wing” in my mind. The seat has a little extra back support that I though would help on long rides.  The first week or two I had the bike it was very comfortable around town, but I was never on it longer than 15 or 30 minutes at a time.  Over the road, I was ready after 100 – 150 km for a butt break !   Under the seat is a very large storage compartment.  It easily holds a helmet and other things.  I have carried 3 bags of groceries there home from the store.  Starting out on the trip we had soft luggage over the seat. With the Monsoonal rains we encountered, we changed and put all of our clothes under the seat where they always stayed dry no matter how much it rained. There was 2 of us with clothes for 5 days and my friends make up, it all fit.  We ended up putting our rain gear in the soft bag for easy access.

The motor in The PCX is a liquid cooled 125 cc single. The transmission and drive is hooked up to the motor to deliver the power to the rear wheel.  Around town this bike pulls nicely away from the light and keep up or ahead of traffic. Personally I would not consider going much out of town on a bike that is not liquid cooled. On my recent adventure, My friend and I with luggage for a weeks travel probably added 350 – 400 pounds of weight to the bike, and we headed out over one after another mountain range.  Going up hill the bike did slow under heavy load.  When trucks and busses were crawling at walking speed or slower up hill, we slowed to 70 kph.  On some very steep mountain passes were no cars or truck could go the bike under heavy load slowed to 40 kph.  However most of the time it could keep up or do better than 90% of the traffic out there. Several times I wish it had 2 more horse power, or that my load was less.  I think with 2 more horsepower, the engine would stain less and really get better fuel mileage. Maybe alone it would have done better like most of my riding is done.  It seems like the sweet spot for this bike is 80 – 90 kph. hour after hour.  It will do 100 with out complaint. But I never could get it to do over 108.  Even down hill with the wind at my back.  The Fuel injections system has a limiter that cut off the fuel at 109 slowing the bike down.  But for my kind of riding and adventure where I am looking at the scenery as it goes by and not worrying about getting to Bangkok on the superhighway, it does fine.  Honda claims the bike gets 50 kpl of fuel. (118 mpg) I never could achieve that.  I averaged 103 to 105 mpg.  On 1 tank I drove a painful 60 – 70 kph to see what I could get on the super flat and straight stretch of highway 1 going into Tak.  I never could get better than 112 mpg.  But for as large of a bike it is and with my heavy load, I have no complaints.  The fuel tank is much like a car with a door that opens between your feet like on the no longer made Honda Airblade.  The tank is a large 6.2 liters.  Easily able to go over 200 km per tank. Good on back country road adventures I like to take. The digital fuel gauge keeps you well informed of when you’re getting low and always started flashing with just over 1 ltr. of fuel left in the tank for plenty of warning to fuel up again. (40 km or 25 miles to empty)

The size of the PCX is both good and bad.  I felt very stable on the PCX and never once did I feel “blow around” by a passing car or semi, or cramped on it.  However the larger size some times did cause trouble in the much crowded motorbike parking at many shopping centers.  Many times I just look for an area in the car parking near the doors where I can sneak my bike in.  At night the big crystal clear headlight, lights up the way.  I was never needing more light than I had.

The styling mirrors, and under seat storage is some of the highlights of this bike. The almost non existent tool kit, no bag hook, no extra pocket for a water bottle, and hump between my feet where I like to put my shopping bag but can not are some spots I do not like with the PCX. The motor is completely covered and never seen on this bike.  Personally after using the bike I wish the lip on the wind screen was 2 inches higher for a little more weather protection.  Much of my recent ride was in Monsoonal rains.  Water crept up from the gas filler door, between the windscreen and dash, and my rider on the back was drenched.  The complete back of the bike was covered in dirt and had to be cleaned every day to keep the tail light noticeable.  Honda could do much better on a few items on this bike.

Clearly there are some things this bike is and some things this bike is not.  I had grand expectations with all the hype Honda was giving with the new technology.  I had hoped for a “Mini Wing” and it is close, but not just yet there.  It is a little big for a city grocery getter and run about.  It is wonderful as a commuter and night out on the town.  It is good for mini adventures on back roads, where speed and distance is not so important.  I would take it cross country, and did, but not if I was in a time crunch, and it may not be the best choice but it is able to do the task. I will keep it until I find something better, but I have several bikes in my barn. This is one, and though not perfect, I will keep it.