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/

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

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

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

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

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

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

The newest Yamaha Mio 125 did get some ‘useful’ gadgets, which include a remote starter, which works from about 6 to 7 meters (we normally not care about gadgets like this). Lucky none of the creature comforts of a scooter have been sacrificed, either, with the Yamaha Mio 125.

The under seat area has the usual interior storage space big enough for a open face helmet or some other useful stuff you want to have near when you ride around town.

If you are after something more practical than the average scooter, with the benefits of a bit stronger engine, and you love riding a Yamaha two-wheeler, have a run on a Yamaha Mio 125. As the Yamaha Mio is almost identical to the Yamaha Fino, only big difference is the plastic body work, we expect a 125cc Yamaha Fino to be introduced soon.

source:  http://www.motorcycle.in.th/article.php/The-New-2010-125cc-Yamaha-Mio

Motorcycle ReviewsThe Ducati 848, Ducati’s baby superbike has always been an overlooked beauty. Visually nearly identical to its bigger brother the supersport spec Ducati was often perceived as the runt of the litter by riders blinded by the thought that bigger is better. Which wasn’t necessarily true. Get a Ducati 748, or later the 749, spinning and the engine reveals itself as a rev-happy monster, more than prepared to receive the thrashing of a lifetime and return the flavor by providing a thrilling and immensely satisfying ride. So, fairly reasonably, I assumed that the Ducati 848 would follow a similar path, just with a bit more grunt. This isn’t completely true.

The Ducati 848 is, according to the Ducati specifications, 20kg lighter and has 26 horsepower more than the Ducati 749. Ah, that sounds better, 134 horses in a motorcycle weighing 168kg, no we talking, that’s is only 36 hp less than my Ducati 1198S and it weights less.

To recap, the Ducati 848 is lighter, more powerful and a damn sight better looking than the old Ducati 749, so why isn’t Ducati promoting the 848 of being a lightweight track missile? Simple, the Ducati 848 has been designed to be an easy to ride superbike as a counter to the rather aggressive Ducati 1198.

The Ducati 848′s engine is basically the same as the 1198. It has the same oval intakes for better flow of fuel/air into the cylinder, giving improved combustion and power, the same design testastretta head and same fuel injection system. But with the 848 Ducati has trimmed the capacity to 848cc, added a wet rather than the traditionally dry clutch and lightened the whole thing by a few kilos. It still has the soul and beautiful deep V-Twin growl as the other V-twin superbike Ducati’s, but is far less aggressive and easier to use to near its potential.

source:    http://www.motorcycle.in.th/article.php/The-Ducati-848_the-Baby-Superbike