Ducati Multistrada 1200 (2010-current)

Engine size      1198cc
Power     150bhp
Top speed     155mph

With the world united on the brilliance of Ducati’s Multistrada 1200 S-models, the arrival of the two base model Multistradas have slipped under the radar and into the UK. Whereas the S-models are topped off with electronically adjusted Ohlins suspension and carbon parts on the S-sport, panniers on S-Touring, the base models have manually adjustable Marzocchi forks and Sachs rear shock. One of these has ABS and the very basic Multistrada doesn’t. Both bikes have the detuned sports 1198 V-twin motor, which is reason enough in our book to buy one. As for Ducati’s revolutionary ‘riding mode’ system seen on the S-models, the base models still get adjustable power delivery and traction control at the flick of a switch between ‘Sport’, ‘Touring’, ‘Urban’ and ‘Enduro’ modes.

Engine

The Ducati Multistrada 1200’s new Testastretta 11º motor is based on 1198 V-twin but with reduced valve overlap for a softer, meatier delivery and has a host of mods including wet, slipper clutch, new Mikuni ride-by-wire to allow riding modes, and softer compression. Main benefit is smoother delivery, while reduced top end poke (peak power is now 150bhp instead of the 1198S’s 180) is still more than enough to dust ‘adventure bike’ rivals. Doubling of valve service intervals to 15,000 miles is a further benefit.     

Ride and Handling

No electronically adjustable Ohlins here, but what you do get is a meaty set of 50mm fully adjustable Marzocchi forks and Sachs rear shock. For everyday use the forks are good enough for the majority of UK roads. Any adjustment to be made would be purely for the rider’s style of riding and luggage/pillion duties. The same can be said for the rear shock. Ok, so the suspension isn’t as refined as the Ohlins set up, or as easy and as quick to adjust, but for the majority of owners it is perfectly acceptable.

Equipment

Despite the lower price, and the fact one of the base models doesn’t have ABS, both models still get adjustable traction control, slipper clutch, adjustable screen, high/low seat options, single-sided swing-arm, power delivery riding modes, and a fully digitised LCD display console. The subframe on both bikes retains the fixing points for the S-Touring’s panniers, which can be bought separately for approx £578

Specifications

Top speed      155mph
1/4-mile acceleration     secs
Power     150bhp
Torque     87.5ftlb
Weight     189kg
Seat height     850mm
Fuel capacity     20 litres
Average fuel consumption     45mpg
Tank range     200 miles
Insurance group     17
Engine size     1198cc
Engine specification     Liquid-cooled, 8v V-twin, 6 gears
Frame     Tubular steel trellis
Front suspension adjustment     Preload, compression and rebound damping
Rear suspension adjustment     Preload and rebound damping
Front brakes     2 x 320mm discs, radial 4-piston Brembo calipers (ABS)
Rear brake     245mm disc, 2-piston caliper, (ABS)
Front tyre size     120/70 x 17
Rear tyre size     190/55 x 17

source:  http://www.motorcyclenews.com/MCN/bikereviews/searchresults/Bike-Reviews/Ducati/Ducati-Multistrada-1200-2010-current/

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

The Motorcycle of the Future Has Arrived

This is the MotoCzysz E1PC. It is electric. It is almost certainly the most advanced motorcycle on the planet. And it is the future.

We told you moto-genius Michael Czysz — pronounced sizz — was building another contender for the TT Zero electric motorcycle race on the Isle of Man. But we caught up with him early in the build and he wasn’t providing details or pics. Now that the bike’s hit the track, Wes Siler of Hell For Leather has all the details on the MotoCzysz E1PC in a piece posted over at Popular Science.

This bike is bad-ass, no two ways about it. It has a custom-built 12.5-kilowatt-hour lithium polymer battery that can be swapped in seconds. The custom-built, oil-cooled motor generates 100 horsepower (continuous) and 250 pound-feet of torque. It all hangs from a custom frame. Of course, it’s got the usual top-shelf hardware. Ohlins. Brembo. You know the drill.

Czyzs and his crew in Portland, Oregon, were literally buttoning the bike up before the first practice session on the Isle of Man, having just gotten the body panels through customs. No one had tested the bike before, but rider Mark Miller smoked the field during practice, finishing more than three minutes ahead of the competition. The bike hit a top speed of 140 mph and lapped the 37.7-mile course at an average speed of 94.66 mph.

For all the high-tech componentry, the E1PC is designed first and foremost as a motorcycle, so it’s meant to be hammered. Many bikes racing in the TTXGP series suffer ground-clearance issues when leaning into a turn, but the E1PC has no such trouble. Siler says riders accustomed to a conventional sportbike will feel right at home on the E1PC.

source:  http://www.chicagonow.com/blogs/motorcycle-sarah/2010/06/the-motorcycle-of-the-future-has-arrived.html?feedItemId=37124&siteId=1000001

2010 Aprilia RSV4R – Take Two

Italy’s newest superbike impresses even in base-model trim

Estoril’s chicane is a challenging place, especially when it’s damp. The uphill left-right flick is steep and tricky enough to make even good bikes feel unwieldy-and that’s before you add a few wet patches to the surface of the notoriously slippery Portuguese circuit.

It really doesn’t trouble the RSV4R, though. The little Aprilia carves into the first left-hander, then flicks right as I wind back the throttle and send the bike accelerating off the second apex with a deep V4 growl. The bike is so stable and sharp that it feels like it could steer itself, and that’s despite the fact that this is the cheaper, less extravagantly-fettered version of Aprilia’s new superbike.

But it’s no surprise that the R-model is this good, considering how much it has in common with the exotic RSV4 Factory with which Aprilia’s V4 adventure began less than a year ago. The vital stuff is retained, notably the gorgeous bodywork and the 999cc, 16-valve V4 motor. The only engine-related differences are aluminium cases (instead of magnesium) and the lack of variable-length intake tracts that help prolong the Factory’s peak power.

This bike also has conventional plastic bodywork instead of carbon-fiber and the frame isn’t adjustable at the steering head, engine mounts and swingarm pivot. Instead of Öhlins components the R uses a Showa fork and Sachs shock, and the wheels are cast rather than forged. In total the R is 11 pounds heavier, at a claimed 407 lbs. dry.

This Portuguese launch wasn’t actually the R-model’s debut. The event was originally scheduled for Mugello, Italy, six weeks earlier, but was cancelled halfway through the first day after five bikes blew up due to a batch of faulty connecting rods. Aprilia was severely embarrassed, but thankfully the problem happened after six months of trouble-free production that had proved the V4’s basic reliability.

Estoril was booked for the relaunch, and the Lisbon area’s fickle weather just about obliged. The RSV4R felt wonderfully light and responsive as I headed out onto the track for the first session. Its steering precision and neutral feel made it wonderfully confidence-inspiring through the decreasing-radius first bend, and I was thankful for the steering damper every time the bike wheelied as I swung left and accelerated down the following hill. Much work went into fine-tuning the notably compact and well-balanced chassis, and it’s quite evident when riding it. The 1000 handles like a trimmed-down 600, a benefit of careful chassis design which includes extending the fuel tank under the seat for improved weight distribution.

Perhaps the R’s stationary intake trumpets meant I was shifting earlier, but if the R-bike was any slower than its Factory sibling, the difference was unnoticeable. It still charged toward its 14,000-rpm limit with haste, and repeatedly put 165 mph on the digital dash. And there’s certainly no difference in braking abilities, since the R retains the Factory’s Brembo Monobloc calipers and 320mm rotors.

Suspension action was sublime, too, even if the R’s fork and shock aren’t as refined as the Factory’s. Spring rates are unchanged and both ends are fully adjustable, although the range is slightly narrower. Even when the track dried after lunch, the Aprilia handled superbly on showroom settings, and better still after I’d firmed it up with a little extra damping front and rear.

It’s certainly an addictively fast and sweet-handling machine, with the same sleek looks, compact size, pure speed and razor-sharp handling that have made the Factory so popular with everyone who has ridden it. My only quibble is that Aprilia hasn’t followed Ducati and BMW’s lead in offering traction control, which would have been reassuring on the damp surface. But this is the base model, after all.

Aprilia’s publicity materials claim the R’s personality is significantly different, but I disagree. It handles so well and is so blisteringly fast that the performance on road or racetrack would be almost identical for all but the very fastest riders. The Factory’s upgraded components are nice, but with a price $5000 less, I’d pick the base model every time.

Inevitably the R’s aggressive character and compact size mean it won’t be the most practical or versatile sportbike, any more than the Factory is. Some people have suggested that Aprilia should have attempted to broaden its appeal by softening its power delivery or attempting to make it a bit more comfortable. Thank goodness they resisted any temptation to do that. The Factory is a stunning race-replica that fully justifies its high price; and the RSV4R is a majestic mass-produced superbike that provides similar style, performance and thrills for a lot less money. You really can’t go wrong with that.

tech
Spec
Evolution
A less expensive version of the RSV4 Factory that debuted in the 2009 World Superbike Championship.

Rivals
BMW S1000RR, Ducati 1198, Honda CBR1000RR, Kawasaki ZX-10R, Suzuki GSX-R1000, Yamaha YZF-R1.

TECH
Price     $15,999
Engine type     l-c 65-deg. V-4
Valve train     DOHC, 16v
Displacement     999.6cc
Bore x stroke     78.0 x 52.3mm
Compression     13:1
Fuel system     Weber-Marelli EFI
Clutch     Wet, multi-plate slipper
Transmission     6-speed
Claimed horsepower     180 bhp @ 12,500 rpm
Claimed torque     85 lb.-ft. @ 10,000 rpm
Frame     Aluminum twin-spar
Front suspension     43mm Showa inverted fork with adjustable spring preload, compression and rebound damping
Rear suspension     Sachs shock with adjustable spring preload,compression and rebound damping
Front brake     Dual Brembo Monobloc four-piston calipers, 320mm discs
Rear brake     Single Brembo two-piston caliper, 320mm disc
Front tire     120/70ZR-17 Metzeler Racetec
Rear tire     190/55ZR-17 Metzeler Racetec
Rake/trail     24.5°/4.1 in.
Seat height     33.3 in.
Wheelbase     55.9 in.
Fuel capacity     4.5 gal.
Claimed dry weight     405 lbs.
Colors     White, black
Available     Now
Warranty     24 mo., unlimited mi.

source:  http://www.motorcyclistonline.com/firstrides/122_1003_2010_aprilia_rsv4r/aprilia_tech_specifications.html

MotoGP: Who Will Stand-In For Rossi?

Now that surgery is completed, and Valentino Rossi is on the road to recovery, the Fiat Yamaha team has a major decision to make – who will stand in for the injured nine-time world champion? Following the nasty highside at the Italian Grand Prix at Mugello, Rossi’s broken leg may result in him missing at least the next five races, which means a stand in may be imminent.

The words “stand in” are much better than “replacement,” considering the 31-year-old Italian will return, but due to Fiat Yamaha’s contract obligations, someone will have to fill Rossi’s leathers soon, but not immediately.

Lin Jarvis, managing director of Yamaha Motor Racing, said that the team is obligated to field two riders, and Rossi’s bike contractually must be run from the Catalunya round till the end of the season. This means the team will likely only field their Spanish star and current points leader, Jorge Lorenzo, for the upcoming Silverstone and Assen rounds.

This gives Jarvis and his team at least four weeks to decide, and the decision is likely going to be another Yamaha MotoGP rider, either Tech 3 riders Colin Edwards or Ben Spies from Yamaha’s satellite team.

Edwards seems like the obvious choice, considering he competed next to Rossi on a M1 for Yamaha Motor Racing (YMR), the manufacturer’s factory MotoGP team that now competes under the name Fiat Yamaha. The Texan raced with YMR from 2005-2007, and his overall championship placements were fourth, seventh and ninth, respectively.

As for Spies, he may or may not be able to ride with the factory team as Rossi’s stand in, contingent on the rules and regulations of MotoGP. For 2010, the FIM initiated a new rule restricting factory MotoGP teams from signing rookie riders; this rule allows rookies to only participate with private or satellite teams for their first season, such as Spies’ current Tech 3 ride.

The FIM GP Regulation 1.11.11 states “Riders who enter the Championship for the first time (Rookies) must be entered by a non factory team.” Also, the FIM Regulations defines rookie: “A ‘Rookie’ is a rider nominated by a participating team for participation in the entire season, who has not participated in nine or more events in the same class in any previous season.”

The language is vague, but the magic number here may be “nine.” As of Mugello, Spies has only participated in eight MotoGP races: his four races this year, his wildcard with Tech 3 at Valencia in 2009, and his three 2008 Rizla Suzuki appearances (British GP, Indianapolis and Laguna Seca).

Would this still make Spies a rookie until he participates in the upcoming Silverstone round, which will give him “nine or more events in the same class?” Or will there be an amendment concerning stand-in riders?

Regardless if either Spies or Edwards is picked, then someone is going to have to replace them on the Tech 3 team. Again, the obvious is Yamaha riders, and the closest skill would likely be from World Superbike, so James Toseland or Cal Crutchlow are likely candidates.

The man with the MotoGP experience is Toseland, who raced besides Edwards on the Yamaha Tech 3 team in 2008 and 2009. Although the Brit never placed on the podium, having the highest finish of sixth (nine times), he has experience at the premier class level, and is somewhat familiar with the circuits. His fellow Brit Crutchlow, however, has not one morsel of MotoGP experience.

And as for World Superbike clashing with MotoGP events, the only weekend the two series are competing are during the MotoGP round in Assen (WSBK will be at Misano). But as stated previously, if Fiat Yamaha doesn’t need a rider until Catalunya, and does take Spies or Edwards, either of these two World Superbike riders can fill in on the Tech 3 team.

Regardless of what happens, it’s just good to know Rossi’s healing process is going well. According to Rossi’s surgeon, Dr. Roberto Buzzi, VR 46 is healing “as expected.”

Dr. Roberto Buzzi says “Today Valentino underwent another small operation to close the wound, which is looking good. We closed it with 15 stitches and our overall medical judgment is positive. We used a short general anesthetic and when he woke up he was in good shape. The healing process of the injury is going well and as expected in Valentino’s condition.”

source:  http://www.ultimatemotorcycling.com/2010/motogp-who-will-stand-in-for-valentino-rossi

How To Find A Chopper That Is Right For You.

The hottest trend to hit the motorcycling world has been the that choppers are now considered to be apart of main stream biking. Previously this type of bike was the preserve of many outlawed biker groups but today have become a mode of transport for lawyers and doctors. The renewed interest in these kinds of bikes has been caused by TV shows such as “The Great Biker Build Off” and “American Chopper”.

Not since the heyday of choppers in the 70’s, no doubt fuelled by the iconic movie Easy Rider, have you been able to find such a large range of choppers available in either kit form or already completed. In this article we will attempt to guide you through the process of finding the right chopper that will give you years of service.

One of the first things you need to decide on is what kind of chopper it you want. Today there are basically three types of chopper that you can choose from.

The Bobber: This is what an original style chopper would have looked like and which were being built by US Servicemen upon their return home after the Second World War. This bike is provided with its distinctive by removing those parts which are not needed. Not only does this reduce the weight of the bike but also helps to improve its performance levels. Also to further improve its handling then lowering the unsprung weight as well as moving its center of gravity can help. Certainly the last couple of years there has been a steady increase in the popularity of the Bobber chopper.

The Pro Street Chopper: Probably the most easily recognizable of all the styles of chopper now available. A good version of this bike will come with long extended forks and a fat tire on the rear. This particular bike has derived its style from the drag bikes you see. However because of the bikes geometry this can make its handling difficult especially on twisty roads. But once on a straight and open road it really shows its true colors.

The Rat Bike: First started appear on the motorcycle scene in the late 70’s and early 80’s of the 20th Century and is similar in looks to those used in the movie “Max Max”. For those that own such a bike the whole aim is to keep it on the road for as long as possible without actually spending too much cash on it. Often this may mean that they will take parts from other machines and add them to their own. Unlike Bobber and Pro Street Choppers which are usually quite colorful these are usually Matt Black only.

When you have decided upon the style of chopper that you want the next step is to make a decision on the style of rear suspension it should have. You have the choice of either a hard tail or a soft tail. With a hard tail there is no rear suspension and the only comfort you will have when riding it comes from the springs built into the bikes seat. As for the soft tail this has extremely good rear suspension and so the ride is much more comfortable. If you are going to be someone who intends to spend a large part of their spare time riding their bike then a chopper with soft tail suspension would be ideal for you.

If you would like to find out more and see what’s currently available in your local area please check out our Store details are below.

If you are thinking about buying a customized motorcycle then make sure you go to Custom Chops first. At Custom Chops we provide information on how to find the right customized motorcycle for you.

source:  http://www.motorcycle-articles.com/Article/How-To-Find-A-Chopper-That-Is-Right-For-You-/1369

2010 H-D Fat Boy Lo vs. 2010 Kawasaki Vulcan 1700 – Of Gods & Kings

It was twenty years ago that Harley-Davidson introduced a game-changer, the Fat Boy. Their Heritage Softail (introduced a few years earlier) was basically a modern re-creation of a 1950’s FL, and the Fat Boy was its stripped-down cousin-somewhat like what a custom version of the old FL would have been like in the ’50s, but done up for the ’90s. The original was all silver, with yellow highlights and edgy (at the time) solid disc wheels. While the Heritage had some success here and there, the Fat Boy was nothing short of a worldwide sensation, even in Japan, where its name was an uncomfortably close hybrid of ‘Fat Man’ and ‘Little Boy’, the atomic bombs dropped on the islands in World War II. You could even argue the entire cruiser culture reoriented itself around the look and feel of the Fat Boy, and perhaps no bike was a more faithful imitation of the FLSTF than the original Vulcan 1500 Classic.

There was a rumor circulating in the ’90s that the designer of Kawasaki’s Vulcan Classic was the president of the Harley Owner’s Group (HOG) of Japan. Whether or not this is true, there is no denying that: A) the first 1500 Classic was a stone cold clone of the Fat Boy, and B) it was easily Kawasaki’s most popular cruiser model to date. Much has changed since those heady days, especially the fact that Harley-Davidson no longer has trouble meeting demand from customers. In fact, nobody does. But what of these two genre-defining machines? Well, the Fat Boy is still with us, albeit with a new frame, engine, transmission, brakes and all the other improvements that have come to Harley’s Softail lineup. But the new Fat Boy Lo is an entirely different animal. Dropped into the weeds, blacked out, and given a tighter, bobber-like riding triangle, it’s the 21st century re-do of the ’90s custom retro bike. That’s right: it’s Harley’s reinterpretation of its own reinterpretation of its history.

The Vulcan 1500 Classic on the other hand, has been gone for a couple of years, first replaced by a 1600 model, which then morphed into the new Vulcan 1700. You could argue that, based on price, the Fat Boy’s direct competitor is the Vulcan 2000 Classic, but that model’s gigantic engine blasts the weighty machine into a separate orbit shared with other mega-displacement bikes, while back here in the mid-teens, the 1700 takes on the role of the Everyman Cruiser.

What’s striking about these two bikes isn’t their similarities; it’s the differences. The Fat Boy is the epitome of low key, badass styling, with satin chrome finishes on many components and dull black in others. Though the early-release Vulcan only came in monotone black, its palette has been expanded to include two-tone colors (Metallic Black and Candy Blue) for 2010, while the rest of the bike is done in more cruiser-common chrome highlights and swoopy lines. And for the ultimate irony, the 1700 is, well…fatter than the Fat Boy.

The Root of Fatness
Where the Vulcan really apes the Fat Boy is in its model lineage. The Fat Boy is a descendant of the Heritage Softail, which was never a real touring mount, yet it still sports a windshield and old-timey leather bags like a 1950’s Hydra Glide might. The Vulcan, meanwhile, is the base version of Kawasaki’s new cruiser platform, which consists mostly of touring models, all the way up to the flagship, full-dress Voyager. While we had mixed feelings about the Voyager (mostly revolving around the compromises of this do-it-all platform), we can say absolutely that the base Vulcan got the good end of that bargain. Air-adjustable suspension and a full-featured dash are not usually de rigueur items on a typical cruiser.

source:  http://www.motorcyclecruiser.com/roadtests/1004_crup_2010_hd_fat_boy_lo_vs_2010_kawasaki_vulcan_1700/index.html

2010 BMW S1000RR Review

BMW’s motorcycle division hasn’t enjoyed the worldwide performance reputation of its automotive sector, but that all changes with the incredible S1000RR, introduced to journalists last week at the equally impressive Portimao race circuit.

BMW Motorrad hits the literbike market hard with its race replica, as the S1000 employs class-leading power, a stout chassis beyond reproach, and a techie electronics package second to none. This bike is the real deal.

We’ve been teased with details of the bike for well over a year. Our first glimpse came in April of 2008 when I wrote the S1000RR Preview, and then we brought new insight last December in our Closer Look article. Then we finally got to see the bike in the flesh at its U.S. introduction where Pete elaborated on the RR’s features and specs.

After all of that, we were already quite up to speed on what the bike consists of. Now all we needed to know is how it performs.

Morning at Portimao

Rolling into the Autodromo Internacional do Algarve in Portimao, Portugal, its extreme elevation changes promise an entertaining day, even if we weren’t to ride one of the most anticipated sportbikes to come along in years. .

The base S1000RR retails in America for $13,800, but the bikes we’d be riding were equipped with BMW’s optional electronic rider aids. As with 98% of S1000RR pre-orders, our bikes had the $1,480 traction control and Race ABS option, plus the $450 Gearshift Assistant that allows full-throttle upshifts without backing off the throttle or using the clutch. The only thing missing from a fully optioned RR is the white, red and blue BMW Motorsport color, a $750 option that has been selected in about 50% of pre-orders thus far. The test bikes were flavored in a unique Acid Green Metallic, but other color choices include a classy Mineral Silver Metallic or a sinister Thunder Grey (black) Metallic

Advanced technology features heavily on the S1000RR. Base models include electronics that influence power and throttle response over four possible modes: Rain, Sport, Race and Slick. It’s simple to select while stationary, but they can be changed even while riding. A press of the nicely damped right-side switchgear selects the desired mode, then you have 60 seconds in which to close the throttle and pull in the clutch which triggers the new mode you’ve chosen.

The Dynamic Traction Control/ABS option (either of which can be disabled if desired) adds to the four riding modes a few other rider aids, including varying ABS settings and a form of wheelie control. Wheel-speed sensors supply info for the ABS and traction control, and a gyro mounted under the seat provides additional data to the bike’s ECU to influence throttle response and to provide a measure of wheelie control.  

Instrumentation is robust. An analog tach features prominently, with LCD displays for speed, an easily read gear indicator, and an adjustable (for both brightness and frequency) shift light. Lap times can be logged by engaging the high-beam flash trigger or by a trackside beacon and can display last lap time, best lap, number of laps, accelerator position in percentage per lap, time per lap the brakes were applied, minimum and maximum speeds and the number of gearshifts. Whew!

Session One – Rain Mode

As we were learning a new bike and a new track, we were advised to begin with the ECU set to the Rain mode. This smooths throttle response and limits engine output to a maximum of 150 horsepower. And with the DTC/ABS option, it also restricts throttle application at lean angles greater than 38 degrees; making it ideal when riding on low-adhesion surfaces.

However, on a dry and grippy racetrack like Portimao, the system proved way too intrusive. Especially off-putting was the ghost in the machine that prevented application of throttle when at a corner’s apex while the bank-angle sensor was beyond the 38-degree threshold. Then, once at 37 or fewer degrees, power comes on suddenly and gives the pilot the feeling that he’s not fully in control.

Still, there was much to appreciate from this restricted first session. BMW’s RR feels as nimble as a Honda CBR1000RR, the most agile of existing literbikes, and it continues steering well even while trail-braking. It feels lighter than its fully fueled 450-pound weight would indicate. Ergonomics feel racy but not brutal, with pegs set back quite far.

Although the engine is detuned in Rain mode, there is still plenty of power on tap. BMW’s RR has the largest bore (and, correspondingly, shortest stroke) of its competition, and this usually hinders low-end and midrange power. BMW fills in those low-rev holes with technologies that alter the flow of air in and out of the engine.

On the intake side are variable-length throttle trumpets, using a longer, torque-enhancing configuration at lower revs before splitting apart to reveal a short intake runner for maximum power at high rpm. Spent gasses are at the mercy of three exhaust valves. A butterfly valve bridges the header tubes of cylinders 1 and 4, and a second butterfly joins cylinders 2 and 3. A third exhaust valve located ahead of the tailpipe is described by BMW as an “acoustic flap,” which is in place only to limit sound emissions at lower revs.

Session Two – Sport Mode

It only took a few corners to realize the Sport setting is much preferable in dry, high-traction settings than the Rain mode. Throttle response is still smooth and the bank-angle sensor is still in play, but in Sport mode it only limits throttle openings at lean angles beyond 45 degrees. Within these parameters, a rider is still able to cut fairly quick laps

Without the Rain setting’s restriction of power output, the S1000RR is able to unleash its full 193 claimed crankshaft horsepower, although throttle application is more progressive than the Race or Slick settings. Full-throttle acceleration is something near ferocious, and I’d estimate a rear-wheel horsepower number near 170, which would make the S1000RR the most powerful literbike available.

In its spec chart, BMW states the S1000’s maximum speed is “over 200 kph,” which is a bit of a joke because the uber-sport Beemer was carrying its front wheel up the front straight beyond 240 kph – that’s 150 mph to us Ah-mer-cans. Peak torque of a brawny 82.6 ft-lbs arrives at 9750 rpm, while 193 ponies are bolting the corral at 13,000 rpm, 1200 revs short of its lofty rev limit.

A limitation of Sport and Rain modes is a form of wheelie control based on wheel-speed sensor data. If acceleration forces the front tire off the ground, it soon will be spinning slower than the rear. The ECU perceives this data as a loss of traction, and the DTC cuts power and therefore brings the front wheel back in contact with the tarmac, sometimes ungracefully.

In the lower gears where acceleration is strongest, a rider can be presented with a wheelie followed by a fairly aggressive intervention of power, then, once wheel speeds are equalized, full power resumes that can again initiate another wheelie and another power interruption. Disabling the DTC prevents such histrionics.

Another rider aid, this one based on the Race ABS, is present in Rain and Sport modes. If the ABS senses the rear wheel is lifting off the ground during hard braking, it will subtly release a bit of front brake pressure to bring down the rear end, an operation that is transparent to the rider. .

Session Three – Race Mode

Stefan Zeit, Project Manager for the S1000RR, says Race mode is best for 90% of trackday riders. It offers more aggressive throttle inputs, nearly the one-to-one ratio of Slick mode. A rider is aware of the higher state of tuning by throttle response that is occasionally but not always slightly abrupt upon reapplication.

The DTC in Race mode allows 48 degrees of lean before affecting throttle application, and that’s a fairly deep angle of dangle for most riders. Even with excellent grip from the standard-equipment Metzeler Racetech K3s, the DTC is reassuring and really aids confidence on corner exits. This higher-performance mode also enables bigger wheelies before power is reduced.

The parameters of the Race ABS is also geared toward faster riders in the Race mode, so the rear-wheel lift-off detection is disabled. I’m happy to report the S1000RR has very little of the oft-maligned pulsing feel of some anti-lock systems. Only a few times while bleeding off 170 mph into Turn 1 did I feel any mediation of the ABS. Kudos to BMW for building such a clever system that adds only 5.3 pounds to the bike. The performance anti-lock system on Honda’s CBRs add 22 pounds of ballast to its RRs.

Speaking of rider aids, it was a pleasure to be turning laps with the help of BMW’s Gearshift Assistant. The quickshifter simplifies upshifts by briefly cutting the ignition to enable grabbing the next gear without using the clutch or letting off the gas – seamless acceleration is available by simply kicking the foot lever. It makes a squeaky-squooshy sound faintly akin to a turbo’s wastegate letting off excess boost

Session Four – Slick Mode

You gotta be serious if you want to get into Slick mode – you can’t even access it unless it is enabled by an optional accessory to plug into an underseat port. The “Slick” part refers to racing tires, not traction.

Slick mode allows 53 degrees of lean angle before throttle application intervention, and you’ve got to be a moderately heroic rider to be demanding more power while leaned over at, say, 55 degrees. If you are that person – perhaps factory BMW rider Troy Corser – you’re free to disable the DTC with a long push of a single button.

Slick mode also allows access to wheelies without disabling the DTC, but there are still a couple of electronic nannies in place to keep a rider safe. Mono-wheeling remains verboten if the bike is at a lean angle greater than 23 degrees, and the duration of a wheelie is limited to five seconds of fun before the electronic cops are called in to spoil the party. If wheelies are a prerequisite in your hooligan world, simply turning off the DTC will enable your Jason Britton imitations.

One other noteworthy trait of Slick mode is that the rear brake loses its anti-lock control so your inner Ben Bostrom can pull hackers on corner entries. Truth be told, I barely remember even using the rear brake. The Brembo radial-mount front calipers and 320mm floating front rotors are deliciously powerful, exhibiting exemplary feel through steel-braided lines without a harsh initial bite.

I spent the rest of my day in Slick mode, as it was the closest comparison to the literbike rivals without disabling the traction control entirely. Positive impressions were plentiful.

First off, I was amazed at the grip and durability of the Racetech K3s. Good front-end feel and feedback through the beefy 46mm inverted fork inspired confidence, and the S1000 needed to be ridden quite aggressively before I could get the footpeg feelers to skim the pavement. Corner entries are aided by a back-torque-limiting (slipper) clutch that performed well.

Not a lot of time has passed since the recent construction of the Portimao circuit, so there weren’t many bumps on which to test the S1000’s fully adjustable suspension. As set up, it performed perfectly, and we award BMW kudos for giving each compression and rebound damping adjuster clearly labeled numbers from 1 to 10 to simplify keeping track of your settings. Front and rear ride heights are also adjustable.

Multiple trips to the S1000’s redline gave plenty of opportunities to sample the characteristics of BMW Motorrad’s highest specific-output engine ever, and I was surprised the non-counterbalanced engine didn’t give off objectionable vibration at any speed. Christian Landerl, Executive VP Development and Model Lines, BMW Motorrad, told us it was because of the engine’s lightweight components and the particular frame design.

Landerl, who began work on this project nearly five years ago, pointed out the Formula 1-influenced valvetrain that uses finger followers made of forged steel and treated with DLC to toggle the four titanium valves per cylinder – many engines with Ti poppets use steel valves on the exhaust side. Landerl claims the S1000’s design allows valve actuation components to be 30% lighter than a conventional shim-under-bucket design, key to the high 14,200-rpm redline. Landerl says it could safely rev to 15K. As it is, the S1000 has fairly lengthy 12,500-mile valve adjustment intervals.

A View From The Paddock

David Robb, BMW’s VP of Motorcycle Design, is a man accustomed to critiques of his innovative and somewhat unusual styling touches, often characterized by asymmetry like the headlights of the successful R1200GS. The S1000RR exhibits this somewhat peculiar element, seen most clearly in the headlights that some have described as “a winking pirate.”

The fairing’s sidepanels also don’t match. The duct in the left side fairing panel does the bulk of the work to vent heat generated from the radiator and engine, so much so that it was determined that the same design wasn’t needed on the other side. Instead, the right side features a distinctive gill pattern

I was among those who was dubious of Robb’s design when I first saw it in photos, but I’ve become a fan after seeing it in the flesh under many different lighting conditions. It is a compact, aggressive and purposeful design, with several smaller elements providing additional eye candy.

The black-anodized aluminum frame is nicely sculpted, and Robb says he went through about 47 frame designs before all performance and packaging requirements were met. My favorite component, looks-wise, is the brawny aluminum swingarm that is as cool as anything on the market. Thin-spoke wheels look and are lightweight. A large under-engine silencer box with a catalyzer allows a more fashionable stubby muffler than we’ve seen from several other manufacturers.

The Verdict

Purists might decry the litany of electronic rider aids available on BMW’s first ultra-sportbike, but it’s notable that not a single S1000RR hit the ground after two launch waves and some 80 journalists – even the Brits and Italians, who have a reputation for bending bikes, remained unscathed.

We applaud the way BMW has incorporated the electronics into the S1000, as the selectable modes essentially provide four motorcycles in one. And if you’re too cool for DTC or traction control, they can be switched off with a push of a button.

I wasn’t the only journalist at the launch who was highly impressed with BMW’s new supersport literbike. It’s devastatingly powerful yet easy to manage, and its electronics package is more advanced than anything from its rivals. It’s also a responsive handler, its brakes are as good as they get and have the added safety benefit of ABS. I can’t really think of any single thing it lacks.

Here’s some perspective: The most annoying aspect of the bike was its sidestand’s lack of a tang, making it mildly difficult to deploy with a race boot!

It’s safe to assume that the Berlin-built S1000RR is going to blow away perceptions of BMW motorcycles, not the least of which is an MSRP that is only slightly higher than the Japanese competition.

“In my opinion, it’s the most important product launch in our 85-year history,” Pieter De Waal, VP of BMW Motorrad USA, told Motorcycle.com.

De Waal added that BMW is only looking to nab about 10% of the lucrative literbike market. And if it doesn’t?

“If it doesn’t sell in high volume, you can probably talk to my successor to ask more questions,” he joked.

source:  http://www.motorcycle.com/manufacturer/bmw/2010-bmw-s1000rr-review-88974.html

Suzuki Ready for a Superbike Battle at Kyalami, South-Africa

The sixth round of this year’s Superbike World Championship takes place at the Kyalami race circuit in South Africa this weekend and promises to be yet another close-fought affair for Team Suzuki Alstare riders Leon Haslam and Sylvain Guintoli.

The season so far is proving to be the most competitive since the series began in 1988 and every practice, qualifying and race has been closely contested.

After taking fourth and second last weekend in Monza, Haslam tops the series by three points and will be looking to extend that lead at the demanding 4.263 kilometer Kyalami circuit. The track is one of the most undulating circuits on the calendar and features many changes of elevation and bike set-up and a good grid position will be crucial.

In Monza, last weekend, Haslam hurt his left wrist when he had a big ‘moment’ in the first race. He was spectacularly-high-sided but somehow managed to stay on the bike. In the process of keeping hold of his GSX-R1000 Suzuki, he tweaked an old scaphoid and ligament injury, but still managed to get on the podium in race two.
Leon Haslam:
“Kyalami is a physically-demanding track and it is going to give my left wrist a good workout, but I don’t think it’s going to be too much of a problem. It was well strapped-up in the afternoon and I didn’t feel much pain. Of course, it would’ve been good to have a bit more of a gap between Monza and Kyalami, but I shall just have to put up with it. That’s assuming of course that the volcanic ash situation doesn’t prevent us from getting there! It’s funny to think that we are all dependent on some stuff outside of our control, but hopefully we’ll all be able to get there and back! Max Biaggi went well in Monza, so I will have to do my best to make sure I beat him and maintain my series lead. In Kyalami last year, I qualified 10th, DNF’d in the first race and finished fourth in the second, so I will be aiming to do a lot better than that this weekend.”
Sylvain Guintoli:
“It’s going to be new territory for me riding the Suzuki in Kyalami and I will have to learn the track quickly and do well in qualifying. That’s something I have been struggling with recently, but I know that I have to improve my results on Friday and Saturday or else it’s very difficult to do well on Raceday. At the moment, I have been finding a bit hard getting into a good rhythm in practice and qualifying and that’s preventing me from doing what I should be doing in the races. Kyalami has many ups and downs and it’s a tough circuit at the best of times. I have to crack it early on and be in a good grid position and that’s what I will be trying my best to achieve.”

source:    http://www.motorcycle.in.th/article.php/Suzuki-Ready-for-a-Superbike-Battle

Silverstone launches new Grand Prix circuit

The track will host the fifth round of the 2010 MotoGP calendar, the AirAsia British Grand Prix, and on Thursday unveiled the new layout that will meet the riders in June. Silverstone Circuits Limited unveiled the new Silverstone Grand Prix circuit on Thursday, showing off the new section of track that the MotoGP World Championship riders will experience when the AirAsia British Grand Prix takes place from June 18th-20th. His Royal Highness the Duke of York formally cut the ribbon to open the major new section of track, which represents the first stage of a multi-million pound investment at the venue. Amongst those present at the circuit for the ceremony was former World Championship rider Ron Haslam. Richard Phillips, Managing Director of Silverstone Circuits Limited, said: “This new Grand Prix track combined with the redevelopment of Stowe Circuit and facilities, that was also completed this year, are a very exciting part of our overall redevelopment plan.” “Work has already started on a new pit and paddock complex that will be completed in 2011 and we feel we are well on the way to being one of the best motorsport facilities in the world for competitors, organisers and spectators alike. 2010 is an extremely important year for the circuit with Formula One being re-joined by MotoGP and superbikes on our calendar. It is going to be exciting to watch those races played out on this stunning new circuit.” source: http://www.motogp.com/en/news/2010/Silverstone+unveils+new+circuit

Next Page »