2010 Honda Fury Review

A chopper from Honda?

There’s irony in the fact that Honda, the “nicest people” company, is now building what in our modern vernacular is a chopper, a genre previously associated with ne’er-do-wells, tattoos and hard living.

Honda is known globally as an engineering powerhouse whose R&D efforts are second to none in the motorcycle world. But a chopper-style motorcycle, with its extended wheelbase and raked-out front end, forces dynamic compromises not present in other classes of bikes.

So the question is: In a market segment with a heavy accent on form over function, can the 2010 Fury find the right balance? After a day of riding this outside-the-Honda-box creation, we can reply in the affirmative.

Millions of TV viewers have been exposed to the world of custom bikes via shows such as American Chopper and Biker Build Off, firing the imagination of those who reside in Middle America and speaking to an audience beyond the outlaw biker crowd typically associated with so-called choppers. The Fury presents an opportunity for Joe Six-Pack to enter this rebel genre backed by a highly reputable company.

If you’ve read our report from the Fury’s sneak preview, you already know the stretched, flowing design is an eyeball popper and quite a departure from the normally conservative Honda. This sleek beauty gives appreciative eyes dozens of areas to ogle.

You already know if the Fury’s design appeals to your taste buds, but we’re now able to share with you how the bike works as a vehicle in motion. We spent a day cruising around the Pacific Coast in northern San Diego County, putting the Fury to the test in a variety of cruiser-type environments.

Straddling the Fury for the first time, a rider is greeted by surprisingly hospitable ergonomics. My 5-foot-8 bod appreciated the modest reach to the handlebars and the secure footing provided by the low 26.7-inch seat height. Amazingly, the ergos were also well-received by the 6-foot-5 Barry Winfield, another journo on our ride. He praised the Fury for having “one of the better cruiser riding positions” and liked its well-padded seat.

Fuel-injection ensures immediate ignition, and the rumbling lope of the 52-degree V-Twin pleasantly shakes a rider; dual counterbalancers keep vibes from becoming objectionable. The 2-into-1-into-2 exhaust produces an appropriately butch note, louder and meatier than the three carbureted bikes in the VTX1300 series which use a similar motor.

One of the Fury’s big tests comes early – maneuvering such an elongated bike around the confines of a small parking lot can cause some anxious moments on some choppers, as they are often afflicted with unexpected responses at low speeds. But Big Red’s chopper is remarkably balanced and agile for a bike with the longest wheelbase (71.2 inches) of any Honda ever created. A moderately fat 200mm rear tire doesn’t make the bike reluctant to turn like a silly-fat tire does, and the bike exhibits nearly zero front-end flop that is present at low speeds on many other raked-out cruisers. Even feet-up, full-lock U-turns on a two-lane road don’t present much of a challenge.

Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass. I occasionally forgot to remember I was on a cruiser, thus I have this info.

Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight. It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.

In recent times, we’ve seen motorcycle engines pushing the 2-liter mark and beyond, and so the size queens out there might be underwhelmed by the Fury’s 80 cubic inches. And yet its moderate amount of power isn’t disappointing in this application – there was an era not long ago in which 1300cc was about as big as it got, and there’s plenty enough power on tap here to easily scoot away from cager traffic.

During the Fury’s gestation period, Honda had considered using the VTX1800 engine, but it presented many styling and packaging problems. Airbox and exhaust volumes need to be larger, as does the radiator. “The 1300 fits the personality of the bike,” Conte says, noting its single-pin crankshaft that provides a loping vibration which adds to the rumbly character. The VTX-18’s motor would’ve also added considerable weight to the project, currently a reasonable 663 lbs full of fluids and fuel.

Packaging is still a bit of a compromise with the 1300cc powerplant. The space for a rider’s right knee has to be negotiated with the large airbox and the rear cylinder’s offset position and its exhaust header. In stop-and-go traffic, the radiator’s fan will click on quietly buts sends only minimal heat toward the rider. The Fury’s horn is hidden neatly behind the shifter and footpeg.

A cruise up the freeway to our lunch stop gave us time to admire the Fury’s clean looking cockpit with an attractive but minimal gauge pack; the view is spoiled only by the mess created from the exposed throttle cables, brake lines and electrical wiring. Despite short stalks, the mirrors are quite useful and free from blurring. The fists-punching-the-wind handlebar position feels both aggressive and comfy, and the bike is happy enough bombing down I-5 at 80 mph.

A pair of disc brakes proved to be adequate for the Fury’s intended use. The front rotor, despite looking diminutive inside the large 21-inch front wheel, is a considerable 336mm in diameter. However, the lever needs a good squeeze in order for the twin-piston caliper to bite strongly. Adding input from the rear brake on a long-wheelbase bike like this significantly reduces stopping distances, and the Fury’s 296mm rear disc proves to be powerful while nicely resistant to locking.

Honda’s market research says customers want anti-lock brakes, so beginning this fall an ABS Fury will be available at a $1,000 premium. The system also includes Honda’s Combined Braking System of linked brakes, but the crossover happens solely through the rear-brake pedal; the hand lever applies only the front brake. If you like the ABS option, hopefully you also like the black Fury, as that’s the only color on ABS-equipped bikes.

Non-ABS Furys will be available this April in five colors, and we’re impressed by an MSRP that seems reasonable considering the bike’s dramatic styling: $12,999.

Unfortunately, this rational price tag comes at the cost of some componentry that is below the standard of high-end choppers that Honda draws comparisons to. Many of the bikes bearing Soichiro-san’s name have switchgear a step above its Japanese competitors, but not so here. The turnsignal switch borrowed from the VTX1300 series feels cheap in relation to the apparent high quality of the rest of the bike; the VTX1800s have a higher-end component that would’ve been a better choice. Also, the polished switchgear housings look dull next to the brightly shining chrome handlebar.

But the most glaring deficiency in the Fury’s finish quality are the sloppy welds visible on the exposed frame tubes around the steering head. Even the hammer-handed Teutels of American Chopper fame would’ve done a nicer job.

Where the Fury matches up with the typical custom-builder crowd is its regard for a passenger’s comfort. The Fury’s pillion saddle is either a disaster or devilishly clever; its rearward slope offers little resistance to sliding off under acceleration, forcing a passenger to hold on tightly to the rider. An optional backrest, part of several Fury accessories available at the time of launch, will be a prudent investment.

Some may baulk at Honda’s description of the Fury as “radical.” Sure it’s not mind-blowing in the way a $60K custom can be, but it’s worth noting that not even Harley-Davidson has produced a bike with a rake angle so stretched or a wheelbase as long. So let’s admit that, for the normally staid Honda, the Fury is radical.

And to get a radical chopper with Honda levels of quality for just $13K seems like quite a bargain. See you at Sturgis!

source: http://www.motorcycle.com/manufacturer/honda/2010-honda-fury-review-88030.html

Jerry Flamingo says

If you just want to rent a motorbike yourself, you will miss a lot of fun!

I offer you more then a motortour only, I know what you like and make your motortour unforgetable.

I know many exiting places, you can not find on the map.

Join me on this new spectacular trip!!

Romantic scene in Thailand during Flamingo-Motortours

Britain’s Got Biking Talent competition with Carole Nash starts today

The search for the UK’s best bike starts here! The fourth annual Britain’s Got Biking Talent competition kicks off today and here’s how you can be in with a chance of winning fame, glory and a VIP trip to a European MotoGP round of your choice. Plus the top twelve finalists will be professionally photographed for the Carole Nash 2011 calendar.

Last year thousands of bikes entered the competition, from wacky choppers to hand-built race-bikes. You don’t need to have painstakingly made every nut and bolt to do well (but we’d be impressed if you did) – judges will be looking at overall style as well as engineering effort.

To enter the competition just go to www.britainsgotbikingtalent.co.uk and fill out a short registration form then upload a photo of your bike. You can make your entry more eye-catching by uploading a brief description of your machine and even a video.

You can upload your bike on the website from today. The first 500 entrants will recieve a FREE Oxford Cargo net, plus one lucky entrant will win a full set of Oxford Lifetime luggage worth over £300.

The overall winner of Britain’s Got Biking Talent will be crowned at the Carole Nash Motorcycle Live! show at the NEC in November as well as clinching the star prize of a VIP trip to a European MotoGP round of their choice, courtesy of Pole Position travel.
Second prize is a trip for two to the French Battlefields with MCi Tours.

Not only is a tour of the Somme a truly moving experience, it’s a great biking one too thanks to empty country lanes and stunning rural vistas.
Third place is a track day at a Motorsport Vision circuit.

How to enter
1)  Upload your bike pics, spec and optional video to www.britainsgotbikingtalent.co.uk
2)  Expert judges pick the top ten bikes in each category
3)  MCN readers vote to decide the top 12 bikes (for the Carole Nash
calendar) and the overall winner

Categories
This competition is for all types of bikes. Our judges will pick the best ten from the following categories, and then MCN readers will vote for the best two in each section.
1)  Street modified – heavily modified unfaired bike (you should still be able to recognise the original bike)
2)  Streetfighter – heavily modified unfaired road bike (vastly different from the original bike)
3)  Classics – unrestored or modified
4)  Choppers and customs
5)  Concours and restored – pristine classics/modern classics
6)  Other – modern bike with a fairing

Fantastic prizes
1st prize
The overall winner, the owner of 2010’s most beautiful and beguiling bike, will be heading off on a VIP trip to a European MotoGP of their choice – courtesy of Pole Position Travel (www.polepositiontravel.com). The package includes flights, accommodation, grandstand seats, party invitation and a paddock pass.

2nd prize
A trip for two to the French Battlefields with MCi Tours (www.mcitours.com), or £500 off a fly-ride package – £250 discount per person.
3rd prize
Capture third spot and you’ll be hitting any one of the five UK MotorSport Vision (www.motorsportvision.co.uk) circuits to savour a trackday. Choose between Brands Hatch, Oulton Park, Snetterton, Cadwell Park, or Bedford Autodrome.

Plus
A FREE Oxford Cargo net for each and every one of the first 500 entrants plus one lucky entrant will win Oxford Lifetime luggage worth over £300.

source:  http://www.motorcyclenews.com/MCN/News/newsresults/General-news/2010/July/jul2110-Britain-s-Got-Biking-Talent-competition-with-Carole-Nash-starts-today-Are-you-Britain-s-best-bike-builder/

2011 Brammo Empulse Preview

A paradigm shift in e-bike performance and price

Hold onto your hats! Here comes what could be the most viable series of electric sportbikes to date.

Crediting his company’s use of newly-designed proprietary batteries yielding significantly increased energy density, Brammo’s founder Craig Bramscher announced today that its “game changing” 100 mph-plus “Empulse” streetfighter will be more than evolutionary, and is in his view, “revolutionary.”

The solo-rider machine is projected for customer delivery during the first quarter of 2011, and will come in three 88.8-volt (nominal) iterations. The Empulse 6.0, with its 6.0-kilowatt-hour (kWh) lithium-ion battery will provide an estimated 60-mile range, the Empulse 8.0, with 8.0-kWh battery will serve up 80 miles, and the Empulse 10.0 will – you guessed it – deliver that magic 100-mile range on a single charge to its 10.0-kWh battery.

All three versions of the Empulse “trio” will share the same 56.25-inch wheelbase rolling platform. A liquid-cooled, brushless AC motor powers the range, putting out an estimated 50 hp and 59 ft-lbs torque.

The bikes’ power, speed, and range estimates are based on performance now being offered by a running prototype (pictured and in video).

The three production versions have estimated curb weights of 370 lbs for the 6.0, 390 lbs for the 8.0, and 410 lbs for the 10.0, Bramscher said. The higher-performance bikes will weigh more because they will carry more fuel – that is, more battery power – and they are to be priced in order of performance at $9,995, $11,995, and $13,995.

To give some perspective to the Empulse, the much heavier and far more costly Lightning TTXGP racer currently leading the series utilizes 11.0 kWh batteries, although its AC Induction motor is much more powerful. The 6- to 10-kWh span of the street-going Empulse series is otherwise within range of most purpose-built electric racebikes, and could fill the bill for people Brammo says are ready and waiting.

According to Bramscher, the Empulse series was developed in response to feedback from Brammo’s small but growing core of raving fans.

“We have had hundreds of folks ride the Enertia, and the overall view is ‘Love it,’ but about 70% of the test riders have said, ‘More miles’ and about 30% said ‘More speed,’ Bramscher told us via e-mail. “So the Empulse is the result of listening to customers. They wanted 60-mile average range, so we are giving them that, but also 80-mile and 100-mile, so if our surveys and feedback are an indicator, we now move from a cool idea whose time is coming, to a Great (sic) idea whose time is NOW!”

Bramscher has already made millions in past business ventures and is not known to over-hype his products. Although we have not seen or ridden the Empulse, if what he says is true, it may very well send other aspiring electric sportbike makers back to their CAD programs.

To this speculation, Bramscher only said: “I have no idea what they are working on, but this should be a fun few years! Our biggest challenge is not if we can do it, but if we can pull off this much value and this much cutting edge for this little money. I am betting the ranch we can.”

Energy Density

The key to the Empulse is increased power-to-battery-weight. Whereas Brammo’s 324-lb, $7,995 Enertia may only travel 40 miles with its 3.2-kWh Valence-branded batteries, the Empulse utilizes “Brammo Power™ batteries of our own breakthrough design,” Bramscher said while declining to name the vendor and saying he does not know if they will be used in any other EVs.

“These are much higher energy density than the Enertia Powercycle,” Bramscher says, adding that lessons learned from Brammo’s racebike that took third place in the Pro class at the inaugural Isle of Man TTXGP in 2009 are being applied to the production machine.

“This bike is definitely influenced by last year’s bike, where many of the innovations were born,” Bramscher says.

Range

If there is any area where hype might be suggested by critics of electric motorcycles, it’s in the area of how far an e-bike can go on a charge.

To be fair, e-bike range estimates are similar to the way estimates are given by manufacturers of gasoline-powered bikes when they claim EPA economy figures based on sedate speeds. For example, a literbike’s mileage isn’t estimated for when it’s traveling 186 mph. In like manner, e-bikes only deliver peak range at speeds well under their maximum.

But to further clarify what is realistic to anticipate from the Empulse, we asked Bramscher to elaborate on its projected travel distance per charge.

“These are average riding ranges under normal use with an average sized rider,” Bramscher said, presumably referring to the Empulse 10.0, “We have seen big swings in range based on conditions, so you might see 80-mile range and you might see 150-mile range, depending on riding.”

However, the Empulse is to be a sportbike. Won’t riders want to ride from home, hit some twisties, and get back? Under a free throttle hand, we asked what can we expect?

“Come see an Empulse race at Laguna Seca to see how far they can go at WOT!” Bramscher said of the Brammo Empulse RR to be raced July 24 in the FIM e-Power competition at the 2010 Red Bull Grand Prix, Mazda Raceway Laguna Seca. “We will do a bunch of rides and record the data and reveal to the public, but this smashes the range anxiety barrier!”

Specs

Having no transmission in the Empulse – and none known to be in the works by Brammo for the time being – its single-speed powertrain will be simple but not unsophisticated.

n addition to proprietary batteries and a more powerful motor than used in the Enertia, the Empulse will be the first liquid-cooled production electric motorcycle. And if a few “firsts” are not enough, a Brammo press release boasts the Empulse will see “the first application of Brammo’s innovative Brammo Digital Drivetrain™ … and Brammo Power™ vehicle management system.”

These exhaustively complex electronics will push a rolling chassis that – like the Enertia’s – will be high quality and utilizing known good-quality components, but not absolutely top-shelf like components spec’d for other proposed electric sportbikes, including the exorbitantly priced Mission One Superbike and the pricey Roehr eSuperbikeRR.

The Empule’s alloy perimeter frame will be suspended by an inverted fork, which Bramscher declined to name for the production version, and a monoshock – possibly an Elka nitrogen-charged unit, as this brand is already used on the Enertia and seen on the prototype as well.

Wheel and tire sizes are also unspecified, but will likely be 17-inchers shod with sufficiently wide sport rubber – possibly Avon brand – as found on the Enertia, and hinted at by the sticker on the prototype.

Brakes are to be Brembo front and rear – not the Nissin units shown on the prototype –and likely will have braided stainless-steel lines like the Enertia has.

As can be seen, many parts are made just for this bike thanks to sufficient funding from venture capital plus Bramscher’s own investment.

We have no details on the cooling system other than the rather small radiator pictured is said to be sufficient, and traditional water/coolant mixture will flow from a water pump to the motor and possibly other electrical components.

Bramscher said the naked streetfighter look was chosen as a response to customer requests, adding that later models could be faired. ABS is also an option the company could offer some time in the future.

The bike is limited by the motor controller, so it is unable to wheelie, Bramscher said, but otherwise has more than enough power to do it – enterprising e-hotrodders, take note.

From design to delivery

Bramscher said the Empulse was conceived and developed in approximately “one year, part time, five months full time,” and it will take several more months to homologate for the street, complete required “paperwork,” and select final component specifications.

Brammo is accepting orders as of today and has plans to sell through dealers across the U.S., in the U.K., and Asia, Bramscher said – and is putting out invitations for more qualified dealers to sign on.

Customer orders will be filled first-come, first-served, and Brammo will ask for a refundable deposit once a customer’s Empulse is within 90 days of delivery.

Conclusion

While other electric “superbikes” might be capable of higher speeds (and have yet to reach production form), the 100-mph-plus Empulse looks like a positive bargain by comparison, being priced thousands less than any known competitor.

Frankly, it could be said that “high performance” and “electric” have previously been mutually exclusive terms, except for elite creations catering to those with deep-pockets and desire to satisfy an itch that nothing else can scratch.

And to be even more blunt, we have found it a bit tough to understand how uber-expensive emerging technology would be pitched to the elite, when all too soon, it could become obsolete.

As we’ve stated before, e-bike viability for the rest of us depends on increasing battery energy density, and the smart use thereof – a fact Brammo seems to fully understand.

Its potential viability could become even more apparent when cost of ownership and maintenance are compared between e-bikes vs. petrol-powered bikes.

Given also that government incentives could salve the sting from the Empulse’s higher-than-gasoline-powered bikes prices – we think it could indeed be “game changing” if it lives up to its billing.

Bramscher says in bold terms that this bike will be revelatory. When we told him we can’t wait to try it, he replied, “It is just amazing. Cannot wait for you to either!”

First off, we’ll be curious to see how much faster than 100 mph it will go. If we can hop on the pre-production prototype, we will, and either way, we’ll let you know what’s what as soon as we possibly can.

source:  http://www.motorcycle.com/manufacturer/2011-brammo-empulse-preview-89773.html

2011 Honda PCX Review

Stylish scooter is miserly at the pump and easy on the wallet

The Honda PCX125 is one of the first 2011 products to be seen by a major OEM, and this stylish scoot adds more spice to Big Red’s already bulging scooter lineup.

The PCX is powered by a liquid-cooled 125cc single-cylinder engine, landing in Honda’s line-up between the China-built Elite 110 and the Italian-built SH150i. The PCX is the first import coming from Honda’s newly constructed Thailand plant.

Being a ‘world’ model – which means the unit’s emission and efficiency standards and specs conform to many markets at once – some of the special cool euro-styled stuff we often lose for USA-bound versions are included, such as a centerstand (as well as a sidestand) to serve varying opinions on the parking matter. Otherwise, there’s the global emission standards met via electronic fuel injection and a three-way catalytic converter.

Small yet feature-packed, the PCX sports the ‘twist-n-go’ Honda V-Matic drive system (belt-converter automatic transmission), sparing the rider of any shifting or clutching needs. The undersquare engine and two-valve cylinder head provide decent levels of torque for quick getaways.

As you can see from the accompanying table, the new 125 falls mid-pack on specs and cost across the board. The PCX is slightly larger in wheelbase (51.4 inches compared to the Elite 110’s 50.2 inches) and saddle height (29.9 inches to 29.1, respectively), the PCX is sure to be a hit with their target market – youth and new riders.

The PCX has longer suspension travel compared to the 110, so the new model should offer a more forgiving ride, if even a little. The PCX’s Unit rear swingarm is suspended by a single shock with 2.9 inches of travel while the 31mm hydraulic front fork has 3.5-inches; neither is adjustable.

Also helping smooth the PCX’s path are its larger 14-inch wheels (which, by the way, look really light with their thin-spoke design –Ed.). An IRC 90/90-14 leads the way, followed by a 10mm-wider rear. The PCX has a fully fueled curb weight of 280 pounds.

Light and economical, the PCX is sure to be a hit with the targeted college youth crowd. And the fuel-injected single-overhead-cam engine will make the miles come even easier, topping out at about 50 miles per hour.

So far this year, a custom-painted PCX has been on display to graduating classes at Disneyland’s grad days and getting attention. Further attracting the salary-challenged buyers in their natural environment, the PCX will be touring the country this summer along with the Honda Civic Tour, a concert series now in its ninth year and headlining with Tennessee-born rock band Paramore. Watch for television commercials and concert promos.

Keeping safety a top priority for those newly addicted to riding “in the wind,” the new PCX will carry the same Combined Braking System (CBS) found on both the Elite and the SH. Linking front to rear, applying a little front-disc braking before rear-drum application for better control in potential adverse conditions and emergency situations. As is with traditional motorcycles, the right hand lever applies the front brake. The left-hand lever applies pressure to both the three-piston caliper and 220mm single front disc as well as the rear wheel’s drum. Simultaneous application of both the drum brake arm and disc brake’s hydraulic piston is done via a more refined system than found on the SH150i and Elite for better-balanced stopping power.

Safety is important, but what’s more important to an image-conscious youth market is the styling. Honda doesn’t disappoint, offering a newer approach to looking cool and attracting even some seasoned sportbike eyes. It’s less Euro (a la Vespa) upright and more Japanese maxi-scooter, but at 5/8ths scale.

The PCX is more bodywork-intensive than the SH, with a straddling centerline housing the fuel tank (versus a true step-through design) and a VFR-ish headlight housing and contour. It’s a looker from more than one angle and better suited for shorter riders. A two-level saddle, divided by a removable butt bumper, kept me at comfort’s edge after a 30-mile ride, bordering between a tight cockpit and roomy scoot.

Going the distance is often the most important of all factors when shopping for a scooter, and the PCX is sure to stretch the dollar for the cash-strapped buyer with a claimed 110-mpg fuel economy claim. Combine that with a 1.6-gallon tank, and there’s more than 170 miles of two-wheel fun to be had for less than five bucks. And the MSRP is comparably low as well, at just $3,399, keeping the payments nearly as low as your monthly fuel bills.

As a departure from the sorely missed underseat storage on the larger and more costly SH150i, the PCX has a 2.5-liter storage area big enough for to store a full-face helmet (as can the Elite) or a course-load of school books thanks to the center-mounted fuel tank, plus another 1.5-liters of storage on the knee guard as a non-locking glove box. There’s also a helmet hook under the saddle for more security options.

Honda offers more cargo options via a 2.3-liter top box for $120.95. Bringing a friend along for the ride is also possible and supported with the switchblade-type folding pegs we¹d seen on the Elite 110.

Also seen on the Elite is the magneto-secure ignition keyhole. As a theft deterrent, Honda has integrated a sliding keyhole cover that requires the operator’s key fob to open passage to the keyhole. Each bike is individually coded to unlock only the one unit.

In the end, Honda’s scooter portfolio is expanded nicely with the new PCX, offering sportier styling than the traditionally flavored Elite and SH150i. The PCX retails for just $400 more than the Elite 110, and it’s a whopping $1,100 cheaper than the SHi.

Picking which model suits your wallet and character is the hard part.

The 2011 PCX is scheduled to arrive at dealers in August in your choice of an ST1300-like red or a cop-bike-like white.

source:  http://www.motorcycle.com/manufacturer/honda/2011-honda-pcx-review-89731.html

Suzuki Intruder 250LC

WHAT WE LIKE
• LAMS approved
• Classic retro looks
• Positive gear shift action
• Comfortable and easy riding position

NOT SO MUCH
• Heavy rear brake action
• Engine despondent when cold
• Steering a little light when riding two up

As the Beach Boys once sung “it’s not a big motorcycle”, but this groovy little motorbike certainly has a lot of personality.

Sitting at the entry-level end of the Suzuki cruiser range, the Intruder 250LC (coded as VL250K7 for those of you playing at home) offers classic retro looks with LAMS approved rideability, and is a great proposition for both the young and young at heart.

Sure, the Intruder isn’t going to set the world on fire with its performance – offering just 18kW/23Nm it’s certainly not going to get you booked – but in saying that, it’ll more than happily keep with fast flowing traffic while still having enough in reserve to get you out of trouble.

Best of all, that V-twin engine note (as subdued as it is) does bring a lot of character to the already gleaming Harley’ look-a-like, and gives what Suzuki says is “the pulsing rhythm of a thumping V-twin” through a large, sweeping chrome-plated muffler.

At highway speeds there’s a little love-buzz (vibration) through the forward-set foot pegs, but otherwise the classic low-slung riding position is comfortable, relaxed and the seat well-padded. Sitting only 685mm from the ground the low seat height means that even novice riders will feel at ease when negotiating two wheels for the first time.

The bike feels light, weighing in at only 143kg, and with such a low centre of gravity is easy to manoeuvre both in traffic, and in the garage.

In fact the only real issue with the bike’s balance is light steering feel (and a lowered ride height) when riding two-up. Standard ground clearance is 150mm. The pillion seat can be removed to eliminate the issue (or the temptation), and to also expose the glossy rear fender, further adding to that classic cruiser look.

Although it’s been around for the best part of a decade, the Intruder is still a handsome bike. There’s plenty of chrome – perfect for practising your ‘wax-on, wax-off’ technique – an uncluttered array of controls, traditionally-styled spoked wheels and a large five-litre under-seat storage compartment.

On the road the longer 1520mm wheelbase and 31-degree rake will certainly help inspire confidence in newer riders, as the bike very easy and very forgiving, even when encountering messy mid-corner lumps and bumps on sub-par rural roads. Similarly the suspension does a great job of soaking up all but the biggest craters — though heavier riders may find the Intruder “bottoms out” through particularly choppy cantons.

Braking comes complements of a single piston calliper grabbing a single, solid 275mm disc up front. The braking action is easy with a smooth feel, the lever offering four levels of adjustment. Up back, a drum brake provides ample performance, though unlike all other controls on the bike, its foot-operated action is a little stiff and long of reach.

The only other negative encountered on our week-long test was a propensity for a few coughs and splatters when rolling off and quickly back on the throttle. The carburettor-fed engine perhaps not fine-tuned for cold Victorian winters, a trait again highlighted by the extended period through which the choke was required.

Warmed-up though, the engine is quite tenacious (for its size), spinning freely and happily to the top of its rev range. Fuel economy through a 50:50 mix of city and highway riding, returned an average of 4.8L/100km; not bad for such a fresh engine.

Familiarising yourself with the functionality of the bike is pretty straight-forward, though the ignition barrel placement (under your left thigh) and separate steering lock (located on the right-hand side of the yoke beneath the headlamp) may catch out beginners.

Indicator, horn, headlamp and starter switches, all within a thumb’s reach, are in the usual spot while mirror placement is excellent with a clear view of the traffic behind you.

So whether you’re a Fonzi wannabe, a miniature Arnie or you just prefer a relaxed, dependable ride that won’t break the bank, the Intruder is definitely one for the list.

SPECS: SUZUKI VL250K7

ENGINE
Type: Air-cooled, SOHC, 6-valve, 65-degree vee-twin
Capacity: 248cc
Bore x stroke: 52.0mm x 58.5mm
Compression ratio: 10.5:1
Fuel system: Carburettor

TRANSMISSION
Type: Five-speed
Final drive: Chain
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame type: Semi-double cradle
Front suspension: Telescopic, oil dampened
Rear suspension: Spring preload adjustable, oil dampened
Front brakes: Single disc (275mm) with single piston caliper
Rear brakes: Drum
Tyres: 90/90-17 inch (F), 150/80-15 inch (R)

DIMENSIONS AND CAPACITIES
Rake: 31-degrees
Trail: 121mm
Claimed wet weight: 143kg (Dry)
Seat height: 685mm
Wheelbase: 1520mm
Fuel capacity: 12.0L

PERFORMANCE
Claimed maximum power: 17.9kW @ 8500rpm
Claimed maximum torque: 23.0Nm @ 6000rpm

OTHER STUFF
Price: $6,690*
Colours: Any colour you like, as long as it’s black
Bike supplied by: Suzuki Australia (suzukilearners.com.au)
Warranty: 24 months, unlimited kilometres

source:  http://www.bikepoint.com.au/reviews/2010/road/suzuki/intruder-250-lc/suzuki-intruder-250lc-19821

How to Be a Night Rider on Your Motorcycle

Riding around during the day takes enough precaution as it is, but once the sun goes down things get a little different. It’s harder to see, but even more importantly, it’s harder to be seen, especially in an area without a lot of street lighting. If you ride to work in the morning and are planning that trip back home when it’s dark out, what worked for you with light out might not work once it’s dark.

So, let me give you a few tips on what you can do to when you’re on your motorcycle at night.

Headlights. This one is pretty obvious, but don’t just assume because your bike has headlights that you’re good to go. There are aftermarket bulbs available that will give you brighter light, but use the same wattage as your current lights. Or, you could kick up the wattage if you need even more light, but make sure that you aren’t getting your lights so bright that they distract or blind other motorists.

Being Reflective. One you have your lights decided, now you need to take a look at how reflective your bike is from the front, sides, and the back. You can buy reflective tape, and some companies make reflective pieces you can put on your bike that look indiscreet during the day and are only noticeable at night.

Some of the best reflectivity comes from tapes meeting specifications set by the International Convention for the Safety of Life at Sea (SOLAS). There are two types of design in the SOLAS world: prismatic and glass beaded. Both have their advantages, and both are available in colors from different vendors. The glass-bead type is about 1/3 as reflective as the prismatic type.

Also, bear in mind that the DOT specifies the color red for the rear of a vehicle, amber for the side, and white for the front. Keeping the reflectivity colors to spec may help others know if you are coming or going. And aside from your bike, the same goes for your clothing and helmet. You want to be easily identifiable as a person when riding. And if you fell and were injured on a dark road, you would want to be visible well before another motorist could run over you.

Other than that, just monitor your surroundings for things you might not suspect, like drivers around you that are swerving and possibly drunk, animals that might run onto the road, and so on.

source:  http://destination-adrenaline.com/?p=312

2010 KTM 1190 RC8R Review

I’ve fallen in lust with enough Ducatis over the years that I’m skeptical about competition from any other European V-Twin sportbike contender. How could any company compete with Ducati’s legendary race history and artful, sensuous styling?

Well, KTM, long known only for its highly capable off-road bikes, is doing it by being different – mostly. One look at the 2010 KTM 1190 RC8R is all it takes to know that it wasn’t designed by an Italian. KTM is based in Austria (as is designer Gerald Kiska who has worked with KTM since 1991) just a day ride over Stelvio Pass from Italy, but there’s no mistaking KTM’s non-Italian Teutonic design language. Perhaps the distinctive design of the RC8R is the result of Austria’s location snuggled between Italy and Germany: the cold, engineering-driven German influence blended with the romance of Latin Europe.

The RC8R’s chiseled design creates a sensation wherever it stops. If an F-117 stealth fighter crashed into a motorcycle factory, the RC8R would be the likely result. Slim and angular, and swaddled with matte-black paint, it looks stealthy, even if its radar-evading qualities are dubious. Although few would describe the black and orange machine as “pretty,” we admire the courage to step outside of the well-worn sportbike design box with its bold origami shape. Opinions vary.

“Angular shapes and bold use of black, white and orange color scheme makes the KTM a clear standout in styling in the liter class, possibly rivaled only by BMW’s new S1000RR,” says MO’s Senior Editor, Pete Brissette.

“They say there’s a fine line separating genius from lunacy, and for the RC8 there’s a fine line between distinctive styling from downright repugnance – you choose,” observes Tom Roderick, MO guest rider and freelance journalist.

Like the Ducati, KTM’s top-line superbike is powered by a liquid-cooled V-Twin, although here, too, it is done a little different. Its cylinders are set at 75 degrees rather than the Duc’s traditional 90-degree Vee for a more compact arrangement. The non-R RC8 makes do with 1148cc and 15 horsepower less than the R’s claimed 170 crankshaft hp made at 10,250 rpm. The R has several high-tech features such as titanium intake valves, a lofty 13.5:1 compression ratio and a low-friction DLC treatment on its camshafts’ finger followers. Peak torque of 90.7 ft-lbs from the Rotax engine is said to arrive at 8000 rpm. We discovered nearly 150 horses pushing the back wheel when we had four-time AMA tuner of the year Carry Andrew strap it to the Hypercycle dyno.

While KTM builds its own frames from large-tube chromoly steel, it sources high-end componentry from world leaders like Brembo and Marchesini across the Dolomite Mountains. Fuel injection comes from Keihin in Japan.

Ergonomically, much depends on how the RC8R is set up (see above sidebar). With the subframe in its high position and footpegs low, the RC8 has more legroom than any supersports bike. Short riders will likely prefer the tailsection in its lower position to make flat-footing possible. With the clip-ons in their high setting, visions of a 500-mile day seem possible. A narrow but tall windscreen delivers a large amount of wind protection relative to other bikes in the class.

The eager V-Twin always fires up in less than one second, quickly emitting a staccato bark from the under-engine muffler (thanks, Erik Buell). Throttle response is incredibly immediate, exhibiting minimal flywheel effect as the revs climb and fall instantaneously. An LCD bar-graph tachometer is placed at the top of the techie gauge panel but is too small to be readily seen. Optimal upshifts are enabled by a prominent shift light.

The RC8R was introduced two seasons ago but didn’t make the trip to America until the 2010 model year. Revisions to the original model include stiffer clutch springs to better transmit the 5 extra horsepower on tap. Pull from the radial-mount clutch master cylinder is moderate, but we wish its engagement point wasn’t at the end of its travel. Still, a wide engagement zone aids quick launches, and gobs of low-end steam will have the front wheel off the ground before you’re halfway across an intersection.

But you will need a practiced set of hands to be smooth on the Katoom. A light throttle spring and negligible flywheel weight conspires with snatchy fuel injection to make for a herky-jerky ride if not finessed, and it surges at low rpm while putting around town.

“At the low end of the rev range, the KTM is incapable of providing a smooth transition from no or minimal throttle to corner-exiting acceleration,” says T-Rod. “This could be a problem with the fuel injection or the throttle itself as there is next to no spring tension when twisting the grip, making smooth throttle application a chore even for an experienced motorcyclist.”

But once underway, the Twin is nothing but enthralling. A massive amount of low-end twist causes the front end to easily come up in first gear, even with the throttle at 50%. Bang an early upshift to keep it from flipping over and orange-crushing its rider, and the front wheel comes up again, although this time a little slower.

With the engine spinning just under 5000 rpm at 80 mph, roll-on power is astounding – it pulls so hard that I several times prodded the shifter up to access another gear that wasn’t there, yet another reason why we like gear-position indicators and why we wish the RC8 had one.

Vibration from KTM’s V-Twin is more prominent than from the smoother 90 degrees of a Ducati Twin and its perfect primary balance, and this presents itself through the handlebars and footpegs at various engine speeds. It’s more noticeable than objectionable for most. “Although a rider can acclimate to vibration produced from the KTM’s 75-degree Vee,” Pete notes, “the vibe is notably more than on a Ducati 1198.”

Early RC8s were chastised for a sub-par gearbox, so KTM made several internal transmission mods to improve shift quality for 2010 models. Shift effort is light and mostly precise, although clutchless upshifts were occasionally but not always reluctant. Accessing neutral at a stop was often frustrating.

When it’s time to hit some twisty roads, the RC8R responds with agility heretofore unknown from a liter-sized V-Twin. A reduced triple-clamp offset increases trail from 91mm to 97mm for better front-end feel, but its rake is set at a very steep 23.3-degree angle. It steers nicely, arcing quickly and gracefully through corners. “With the RC8R’s sharp and precise steering,one can change direction just by a slight shift of his/her body,” comments perennial test rider and all-around good guy Kaming Ko. “I absolutely love riding this bike.”

The RC8’s composure is aided by dampers from WP suspension, a subsidiary of KTM. A premium 43mm inverted fork leads the way, and a titanium-aluminum-nitride coating on its sliders contribute to a responsive ride. A high-end WP shock suspends the RC’s rear, and its piston rod is also finished with the TiAIN low-stiction coating. The fork has three modes of adjustment (compression and rebound damping and spring preload), while the shock separates the compression damping into high and low speed circuits and has the aforementioned ride-height adjustability. An adjustable steering damper completes the WP fitment.

As delivered, the suspension was firm yet relatively compliant on the smooth roads of northern San Diego County, but we judged the setup was too stiff once we traversed bumpier pavement. Too stiff, also, for the gnarled tarmac at Buttonwillow Raceway with our lightweight riders aboard. Thankfully, Race Tech’s Lenny Albin was at the track, and a few twists and turns of his expert wrenches quickly yielded a much more compliant ride.

We’ve said it before and we’ll say it again: A properly set-up suspension can transform an evil bike into a dreamboat, so be sure to spend the time and/or money to get yours dialed in for your weight and riding style.

The RC8R’s suspension is encumbered by a minimal amount of weight, as KTM has spent money on lightweight parts where they matter most. The RC8’s cast-aluminum wheels are upgraded with forged-aluminum hoops from Marchesini. The 6-inch rear is only 0.7 lb lighter, but the front is a massive 1.6 lbs less weighty, and this pays dividends with reduced steering effort and better suspension control. Pirelli Diablo Supercorsa SP tires are each 100 grams lighter than the Supercorsa Pros on the regular RC8, and a carbon-fiber front fender knocks off another 100 grams. KTM says the RC8R scales in at 401 lbs without fuel, so we expect it to weigh nearly 430 lbs with its 4.3-gallon tank full. It averaged nearly 40 mpg in our hands.

Top-shelf braking components also grace the RC8R. A radial master cylinder actuates Brembo’s terrific monoblock calipers to bite on 320mm discs, the latter being slightly thicker than the RC8’s to better dissipate heat from high-speed use. The front brake has a greater amount of initial travel than what we’ve become accustomed to from Ducati’s similar binders, but their ultimate power is never questioned.

One high-end feature notably absent is a slipper clutch. If a 600cc sportbike from Japan can have one, so should a $20,000 European exotic. This is especially true for a high-compression V-Twin with a touchy throttle and a light flywheel.

In day-to-day use, the RC8R has a split personality. Its ergonomics and wind protection are enviable, and its hard seat feels thinly padded, but it’s not entirely masochistic over long distances. Speaking of the seat, we found it to be a bit slippery, especially when wearing jeans or textile pants.

“During canyon carving or on the track, I noticed I had a tendency to slide forward on the seat into the tank, ultimately putting what seemed like undue weight on both hands,” Pete commented, adding that lowering the subframe might’ve resolved the issue.

We like the RC8’s stylish mirrors with integrated turnsignals, but we weren’t so keen about them when our forearms blocked the rearward view that is occasionally blurred. On a related note, a rider’s gloves can catch on the mirrors when the bars are turned and are in their upper position. And while we’re in bitch mode, we’ll complain about a considerable amount of heat emanating from the radiator ducting and rear cylinder, despite the insulation wrap on the forward header pipe. Finally, the slab sides of the RC8 seem susceptible to crosswinds.

Its one glaring glitch is its jumpy throttle response, a situation exacerbated whenever the road is bumpy. KTM’s press materials say “new mapping noticeably improves on/off throttle behavior,” but there’s still work to be done to smooth response. A cam-shaped throttle tube will be fitted to all production RC8Rs, which we didn’t test but should alleviate the problem somewhat. Perhaps it also needs a heavier flywheel and throttle spring, or maybe an FI re-remap.

The 2010 arrival of the RC8R is indicative of the renewed push from KTM to gain traction in the streetbike market. Considering the company’s dirty roots in the off-road realm, the RC8R amazes for its ability to be mentioned in the same breath as legendary Ducati, a brand which has been making V-Twin sportbikes for nearly 40 years! Its innovative design with adjustable ergonomics is a leap forward, and to even be able to run with a Ducati 1198 is a huge accomplishment.

The RC8R will retail for $19,998 when it hits U.S. dealers in February 2010. That’s a big bump from the standard RC8’s $16,498 MSRP, but considering the R’s extra performance and features, it’s a relative bargain. Easy for us to say.

source:  http://www.motorcycle.com/manufacturer/ktm/2010-ktm-1190-rc8r-review-89053.html

2010 Victory Vegas 8-Ball Review

When Polaris Industries launched its Victory Motorcycles line in 1999, the fledging motorcycle brand found itself behind the eight ball from the get-go. In terms of heritage and technological expertise, the young, budding company had a lot to make up on its competition.  Victory’s original model, the V92, was a capable bike, but as a newbie and unproven model, it had its flaws.

A few years down the road, and buoyed by hard-earned research and development, Victory introduced a whole new platform called the Vegas. The 2003 Vegas was more than a roll of the dice, and the new model was all—and more—of what the V92 failed to deliver. The Vegas was solid, and the overall ride was on par with what the competition had taken years to develop for their cruiser models.

The revamped air/oil-cooled Freedom 100 engine proved superior to the original 92-incher, and the five-speed transmission was improved for smoother shifting. Victory—the word—was in sight, and sales for Victory motorcycles increased at a rather rapid rate for the ensuing years.

And as sales increased, the product line expanded. By the company’s 10th anniversary in 2009, Victory had added a bevy of new models, among them a bike with a specific styling treatment dedicated to America’s growing boulevard cruiser market. That bike was the Vegas 8-Ball, a blacked-out version of the successful and popular Vegas.

“Less is more” was the secret to the Vegas 8 Ball’s quick acceptance by Victory customers.

“Less is more” was the secret to the Vegas 8 Ball’s quick acceptance by Victory customers. Less chrome and fewer parts (no passenger footpegs, a more conventional headlight, and retention of the 100 engine and five-speed gearbox when the rest of the line received the new and slightly costlier 106 and six-speed) helped keep the 8 Ball’s MSRP down. By bouncing the bling out of the picture, the 8-Ball rolled in as one of the most affordable models in the Victory lineup.

But the Vegas 8-Ball was anything but cheap in terms of ride and performance. Indeed, during the past few years, the Vegas 8-Ball has been refined even more, and the 2010 model that was delivered to us for testing proved to be the best Vegas 8-Ball yet.

Start with the engine. Remember the expanded product line mentioned earlier? Among the notable developments was the all-new 2008 Vision touring machine, a bike that brought some innovative features to the motorcycle touring market. Some of the Vision’s new technology was also applied to the existing models such as the Vegas 8-Ball, and in this case the payoff was a better bike. Victory worked hard to refine the Vision’s engine so that touring riders would have a bike with a smoother, quieter ride. The same solutions were applied to the 8 Ball’s 100-cubic-inch engine, so the anti-backlash split gear on the clutch, quieter cam profiles, improved fuel-injection, and lower first gear that proved so successful on the Vision’s 106 were racked up with the 8-Ball’s 100.

The upgraded Freedom 100 engine also has a lower compression ratio of 8.7:1. The reduced compression allows for more ignition advance at lower rpm, the payoff being better bottom-end torque, smoother throttle response and resistance to detonation. Victory touts the 100’s specs at 85 horsepower and 106 ft.-lb. of torque, enough to compete with other cruisers in today’s market.

Release the clutch lever in first gear, and the 8-Ball easily chugs right off the line. Short-shift through the gears or screech that 50-degree V-Twin to redline, and either way you’ll be rewarded with smooth, seamless acceleration. Don’t bother looking for redline, though; this bike doesn’t have a tachometer. And if you happen to take the single-overhead-cam engine into the red zone, not to worry—the ignition rev limiter will let you know in a hurry that it’s time to shift to the next gear.

The Vegas 8-Ball’s ride and handling remain on the firm side. The conventional fork’s 5.1 inches of travel soaks up many of the bumps in the road, and the single-shock rear suspension (3.9 inches of travel) keeps the big Dunlop 180/55-18 rear tire planted on the pavement. Even with a 90/90-21 Dunlop front tire, initial turn-in for corners is relatively easy, with good feedback to the rider through the wide handlebar. However, the 180-mm rear tire behaves like most other fat rear tires will, giving the 8 Ball a slight “push” through the corners, requiring additional steering input to maintain the line.

Slowing and whoa’ing the 8-Ball is done through a pair of hydraulic disc brakes—one up front, one for the rear. The 4-piston front caliper squeezes onto a 300mm rotor, and hand-lever feedback is about what you expect from a single-disc package. Ditto for the 2-pot rear, and since you won’t be toting a passenger (remember, there are no passenger pegs on the 8-Ball, and there’s the issue about the solo seat, too…) you should have all the braking force you’ll need on the boulevard with this 638-pound (dry) cruiser.

You’ll be packing about as much fuel as you’ll probably need, too. That stylish gas tank holds 4.5 gallons of fuel. Figure on 40-45 mpg, so cruising range should outlast how long your butt can hold out on the small scalloped seat that sits you 26.5 inches off the deck. The seating position itself is somewhat cramped because the saddle places you closer to the pullback handlebar than preferred. A handlebar with slightly less setback might be a better fit.

In any case, once you settle into the saddle and place your waffle-stompers on the blacked-out forward foot controls, you’ll be styling down the boulevard, too. The black theme is carried out really well on this bike. The engine cases are black with machined or chromed highlights, the five-spoke wheels have machined edges for good contrast, and the chromed headlight and speedo stand out well against the black handlebar and accompanying switches and mirrors. Even the rear fender braces are blacked out. Truly, the Victory stylists gave serious thought to this bike’s overall finish.

Victory markets its 8-Ball series as a blank canvas upon which riders can modify it to make it their own. To sort the fact from the hype, we’ve accepted Victory’s implied challenge to do a little styling and performance tuning of our own!

In this project bike series, we’ll explore the multitude of options offered by Victory’s accessory catalog and the aftermarket to modify our test bike to set it apart from all others. Our 8-Ball’s VIN number, which ends in 666, gave us the inspiration for what we’ve dubbed “Evil 8.”

We invite you to follow along in the coming weeks as we evolve Evil 8 into an even cooler street cruiser. We also intend to give it an edge in performance. So, aftermarket parts suppliers and vendors, rack ‘em up!

source:  http://www.motorcycle.com/manufacturer/victory/2010-victory-vegas-8ball-review-89657.html

New Ducati Mega-Monster spotted testing on the road

Ducati’s new Mega-Monster musclebike and rival to the Yamaha V-Max has been spotted testing on the roads around the Bologna factory.

The pictures were grabbed as two bikes were testing on the road and show a big muscle bike with twin rows of LED rear lights and twin side-mounted exhausts. The pictures first appeared on Italian website www.motoblog.it.

Little is known about the bike in terms of mechanical details but its clear this will be a high-powered V-twin using a Ducati trellis frame with a single sided swingarm to take on the Yamaha V-Max.

MCN was the first to scoop this bike last year in early stages of development but these shots show the bike is almost in finished form. We expect to see the bike later this year.

source:  http://www.motorcyclenews.com/MCN/News/newsresults/New-bikes/2010/june/jun2910-new-ducati-mega-monster-spotted/

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