News 2007 : Honda CBR 125 R

Honda pousse le mimétisme de la CBR 125 R avec ses grandes soeurs hypersportives un peu plus loin. Ainsi, la cuvée 2007 de la petite mais non moins populaire sportive 4 temps fait l'objet d'actualisations par rapport à sa devancière. Bien sûr, comme tous les modèles produits à partir de 2006, le moteur est mis en conformité avec les normes antipollution Euro 3. Cela induit le remplacement du catalyseur et l'arrivée d'un système d'injection électronique. Il comprend entre autre un système de régulation via une soupape qui gère l'arrivée d'air dans le moteur afin d'en augmenter le couple à bas régime (système IACV) et de stabiliser le ralenti. Pour sa part, le design de la CBR 125 R s'inspire davantage des grosses sportives de la marque. Le dessin du tête de fourche est en effet calqué sur celui des CBR 600 RR et CBR 1000 RR. Le double optique de phare provient d'aillers directement des Fireblade, en vue de renforcer l'identification visuelle et de réduire les coûts de production.

Honda CBR 125 R 2007 : A retenir

- nouveau carénage
- nouveau double optique de phare provenant directement des CBR 600/1000 RR
- nouveau tableau de bord
- nouveau système d'injection électronique PGM-FI complété d'un système de gestion du ralenti (IACV, pour Idle Air Control Valve). L'injection est optimisée en phase de démarrage.
- nouveau système antipollution HECS3 à catalyseur et sonde à oxygène
- coloris rouge, bleu, noir et blanc
- commercialisée à partir de mai 2007

Classes

Although not officially recognized by any major motorcycle organization, the different variations of the sport bike can generally be grouped into several different classes, each containing unique features to that class.

Entry-level

Entry-level sport bikes are designed to introduce motorcyclists to the sport bike design. They are relatively inexpensive, lightweight, and durable. There are minimal to no fairings installed to cut down on cost and maintenance if the motorcycle is dropped. Although capable of more power, the engines are usually detuned for longevity and durability. Entry level sport bikes can usually accommodate riders of all heights and weights.

Hyper sport

Hyper sport bikes, also known as hyperbikes, are very large-displacement sport bikes with a strong emphasis on top speed and acceleration. They are typically powered by motors displacing 1,100 cc (67.1 cu in) to 1,400 cc (85.4 cu in). Hyper sport bikes are bigger and heavier than super bikes, with wet weights generally of around 500 lb (227 kg). The increased weight compromises racetrack capabilities in favor of stability at speeds that can exceed 180 mph (290 km/h). This compromise also allows manufacturers to design much more comfortable rider ergonomics.

OFF ROAD ATV/QUAD TRAILER

Looking for an ATV/Quad Trailer that handles as great off-road as it does on the road? The Kendon K400 Off-road Quad Trailer will accomplish just that and look great doing it. Wherever you need to transport your Quad or ATV, the Kendon K400 ATV/Quad Trailer is sure to handle it.

Please read on for features and specifications of the Kendon K400 Off Road ATV/Quad Trailer.

Kendon K400 Off Road Quad Trailer and ATV Trailer

MSRP $1499.97

INNOVATIONS
· Weight 250 lbs
· 6' x 4' Deck Area
· 13" Chrome Wheels
· Optional Jack Stand
· Fully Powder Coated
· 1000 Pound Capacity
· Multiple Ramp Positions
Weight: 250 lbs Deck Area: 6' x 4'
Capacity: 1000 lbs Ramps: Multiple Positions

Sport Bike Lift - Dirt Bike Lift - Street Bike Lift

The Sport Bike Lift is a great lift for any street bike, drag bike, dirt bike, scooter, and any other sport bike. The 600 pound lift capacity is enough for any style sport, dirt, or street bike. This Street Bike Lift is portable and folds away when not in use so it is ideal for the track or home use. The Sport Bike Lift can fit a bike up to 77" long (measured from the front of the front tire to the center of the rear axle).
Kendon's Fold Up, Stand-Up™, Sport Bike Lift and Dirt Bike Lift
**Call To Order Now**
MSRP $629.97 + Destination

Specifications:
Weight: 120 lbs Standing Height: 60 inches
Capacity: 600 lbs Depth: 17 inches
Width: 28 inches

Kawasaki Vulcan 2000 Classic

There's a scene in comedian Chris Rock's hip-hop mockumentary CB4 where the band retires to a soul-food restaurant known as Big-Ass Biscuit. The premise is that appetites have swollen to the point where only a biscuit the size of a man's head can satisfy customers. This reminds me of the Kawasaki Vulcan 2000 Classic, which is one big-ass motorcycle-large enough to dwarf even my 6'4" frame. Axle to axle, the Big Daddy of Kawasaki's cruiser line has a wheelbase measuring 68.3 inches and an overall weight of 838 pounds full of gas. At parking-lot speeds, its sheer dimensions are a handful to control, even with an accessible 26-inch height on the densely padded and very comfortable dual seat. On the move, fears of low-speed spills quickly dissipate as the Vulcan's engineering pedigree starts to reveal itself. The main course of this oversized beast is the peach of a V-twin engine, a throbbing, four-valve-per-cylinder, air/oil-cooled 125-cubic-incher (or 2053cc) with 103mm bore and 123.2mm stroke. A pair of twin counterbalancers quell much of the vibration that mars home-built stroker motors of these prodigious dimensions, while the king-sized Kawi's electronic fuel-injection system is as high-tech as its styling is nostalgic, Utilizing sub-throttle bodies for improved throttle response over last year's model, the injectors atomize fuel to create better combustion efficiency.

On those long, four-lane bridges in the Florida Keys, the Vulcan 2000 offered the sort of big, bad power delivery you'd expect from the second-largest production motor in all of motorcycling. (Triumph's 2294cc Rocket 3 is the biggest.) Picking off multiple 18-wheelers was a breeze thanks to a claimed 141 lb.-ft. of torque. There's no driveline lash due to the final drive belt, and little reason to fiddle with the five-speed gearbox due to the stunning, easily accessible low-end power. Trimming velocity to reclaim lane position is no bother thanks to a pair of 300mm front rotors grasped by four-piston calipers. Drawbridges and road irregularities were barely noticed through a shock offering 3.9 inches of travel, though the 49mm fork did feel a might bit mushy when railing through the Key's two sole corners at 80 per. I'd spent a couple of days aboard a Harley-Davidson Road King Classic prior to throwing a leg over the Vulcan, and it was startling to find the Kawasaki offered superior braking, acceleration and less vibration at all speeds. Better yet, the design team that created the Vulcan 2000 Classic so convincingly recreated the voluptuous lines of an American V-twin cruiser that even grizzled chopper riders waved at me.

I also spent considerable time on the $15,199 Vulcan 2000 Classic LT (for "luxury tourer"), and the roomy leather saddlebags, floorboards large enough for my size-14s and adjustable windshield made all-day touring a breeze.

Tech Spec
Price $13,899
Engine type l-c 52-deg. V-twin
Valve train OHV, 8v
Displacement 2053cc
Transmission 5-speed
Claimed torque 141 lb.-ft. @ 2800 rpm
Frame Tubular-steel double cradle
Front suspension 49mm Kayaba fork
Rear suspension Single Kayaba shock with adjustable spring preload, rebound damping
Front brake Dual four-piston Tokico calipers, 320mm discs
Rear brake Single two-piston Tokico caliper, 220mm disc
Front tire 150/80-VR16 Bridgestone BT020
Rear tire 200/60-VR16 Bridgestone BT020
Seat height 26.8 in.
Wheelbase 68.3 in.
Fuel capacity 5.5 gal.
Claimed wet weight 838 lbs.

KTM 990 Supermoto T - First Ride

The new Supermoto T is a distinctly different kind of machine from KTM, so different that marketing chief Thomas Kuttruf describes it as the biggest step in supermoto development since the advent of the breed. The "T" stands for travel (not touring), and while supermoto development has trended toward aggressive performance, this bike represents a move into the sport-touring zone, slotting between KTM's standard Supermoto and dual-purpose Adventure.

The T is based on the standard Supermoto, with the same 999cc engine, fuel injection and high-level, twin-pipe exhaust. The claimed output of 115 bhp at 9000 rpm is also unchanged. The 75-degree V-twin accelerates instantaneously, with enough grunt even at low rpm to send the bike thrapping forward eagerly with minimal stirring of the six-speed gearbox. Injection response is slightly snatchy at low revs, but not annoyingly so.

aybe you can afford to shop at the top of the 600cc food chain. But these days, it pays to think long and hard about whether you really need to. Dropping your aim a notch does wonders for the monthly budget without slowing you down much, especially on the street. Case in point: Yamaha's YZF-R6S. Lightly domesticated from the all-conquering second-generation R6, it can't match an '09 R6-mounted expert at the racetrack. But these days, keeping $4300 parked in the bank beats shaving a second or three from your lap times. And it's painless: Though no sport-tourer, the seat and fairing are above average by sportbike standards, and the 4.5-gallon tank will take you upwards of 170 miles between gas stations.

Bars mounted above the top triple-clamp allow a more upright riding position compared to the '03 Yamaha YZF-R6 that donated the basic heart and bones. Elsewhere, you'll find an assemblage of fourth and fifth-generation R6 bits, led by a 43mm fork from the '03 edition. Softer spring and damping rates serve up a more humane ride on public pavement. R6-spec chassis numbers mean handling is far quicker than any other second-string 600, with more encouraging front-end feedback. At 419 pounds full of gas, it's 22 lbs. lighter than Honda's CBR600F4i and 72 lbs. lighter than Yamaha's venerable steel-framed YZF600R. Cam timing and EFI mapping lay out a broader, more usable spread of power that's much easier to use on the street, but the 104-horse herd that arrives at 13,000 rpm is still good for high 10-second quarter-miles at 127 mph.

Midrange power is limp relative to the Honda and its broadband ilk. Shifting can be stiff, and there's a bit too much buzz at five-figure rev levels-potentially irritating when you spend most of your time spinning along 1000 rpm higher than most middleweights. But that's about the end of our glitch list. Given a disciplined approach to oil changes, valve adjustments and the like, the fizzy little 16-valve inline-four should be dead-reliable. Stock is always best, and subtle evidence of slipshod maintenance-rounded-off fasteners, for instance-can tip you off to deeper-seated ills. Be wary of homegrown hot-rod modifications. If you see a Power Commander or some other aftermarket fuel-injection module, make sure it's R6S-specific and not something intended for an R6.

About KTM Motorcycles

The company was founded in 1934 by engineer Hans Trunkenpolz [1] in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeuge Trunkenpolz Mattighofen. It wasn’t until 1953 that KTM began production of motorcycles. KTM Sportmotorcycles has a deeply rooted motorsport tradition, building race-ready motorcycles for competitive and recreational riding. More than 130 world championship titles, victories at Dakar and countless national championships are proof of the company’s great technical expertise. Recently, the company has entered into the streetbike category with a variety of sporting and adventure-touring road-going machines.The 2008 SX line includes 65, 85, 105, 125, 144 and 250cc two-stroke models, and 250, 450 and 505 four-stroke models. In 2005 KTM released the new 250SX-F to the general public. For the 2007 model-year, all of KTM’s four-stroke SX motors were re-designed similarly to the 250 SX-F, in a dual-overhead cam 4-valve line dubbed the “RC4″. The SX-F’s are KTM’s new racing motocross range introduced in 2007.
KTM now produce a 150SX (144cc), which was developed to take advantage of AMA (American Motorcyclist Association)rule changes in the ameteur classes. KTM and TM are the only manufacturers to develope a 144cc motorcycle.

About Honda

Honda Motorcycle and Scooter India is a wholly owned subsidiary of Honda Japan and has a reputation of producing rock solid, trouble free machines.

Honda have continously upgraded their Unicorn and Shine models adding a dash of style to this already proven performers.

With the recent launch of the Stunner Honda have introduced performance biking to the 125cc segment in India. With sporty styling, tube less tyres and more powerful engine this bike is bound to appeal to those looking for performance and looks without sacrificing mileage.

Honda Motorcycles History

Honda was founded in the late 1940s as Japan struggled to rebuild following the second World War. Company founder Soichiro Honda first began manufacturing piston rings before turning his attention to inexpensive motorcycles. Mr. Honda always had a passion for engineering, and this became evident by the wild sales success of his motorcycles in the 1960s and by competing head-to-head against the world’s best on racetracks. Today, Honda is a juggernaut, offering class-leading machines in most every category.1906 - Soichiro Honda is born in Hamamatsu, Japan. His father owns a blacksmith shop that also repairs bicycles. As a young man, Honda is an apprentice in an automotive garage in Tokyo.

1928 - Honda returns to Hamamatsu to open his own auto repair shop. Enamored with speed, he builds his own race car.

2002 - All change. Or not. Rossi wins the first World Championship in the 990cc MotoGP era, on the five-cylinder four-stroke RC211V. Valentino Rossi wins the last ever 500cc World Championship on the NSR500 two-stroke.

2004 - Honda prototypes a motorcycle powered by a fuel cell.

2006 - The 50,000,000th Super Cub is sold.

2007 - Honda is the first manufacturer to offer a motorcycle with air bag crash protection.

Yamaha R1 World Superbike.

At the start of the 2008 season, you'd have bet good money on Yamaha finally overturning its unenviable record as the only Japanese manufacturer without a World Superbike Championship to its credit. The all-new 16-valve version of its flagship YZF-R1 sportbike had enjoyed a successful debut season in 2007, with Nori Haga dominating the last half of the season before coming up an agonizing two points short of finally clinching his long-awaited WSB title. But Yamaha did win the Manufacturers world title, though, thanks to the strong support performance of former champion Troy Corser in his first season with the team.
With Honda, Kawasaki and Ducati all introducing new models this past season, it seemed the Yamaha was ready to pick up where it left off in '08 as the front-runner for the championship. History will record that the introduction of the 1200cc twin-cylinder rule, coupled with the peerless skills of another Aussie bloke named Troy, put paid to that idea. The championship ended up in favor of Ducati, with Yamaha in second and third. Thus, the chance to ride the Yamaha the day after the final race of the season at Portimao on the brilliant (but demanding) new Portuguese track during FGSport's end-of-season pressfest was an insight into just how good the "screamer" R1 actually got to be before being retired in favor of the new crossplane crank version.The hilly, challenging Portuguese circuit's blind apexes, steep descents and high-speed turn make it a faster version of the equally demanding Barber racetrack in the USA, but being much longer, it takes a lot of learning. Especially with 20 other blokes lining up behind me to ride the bike, each ready to commit murder if I bent it bad enough to deprive them of their chance to ride! After nearly binning the Corser bike by getting too eager with the right hand on the slippery exit of a tight turn--hmm, I guess they didn't have the traction control dialed in right for my ham-fisted technique--survival rather than stardom was the order of the day. "I told you last year, you can't just crack it wide open leaned over, otherwise you'll crash!" said Corser afterward. "What traction control does is take from five to 15 percent of the power away from you when you get back on the throttle again too hard for the available grip. But if you ask too much of it, it'll still spit you off!"

Anyway, at least I was honored to be the only press tester given a ride impression of both Yamahas, starting with Haga's bike. Each year the Haga hotrod always has the most radical, idiosyncratic chassis setup of any Superbike I get to ride. This year it fully lived up to expectations, with a high rear ride height, tight steering geometry with little trail and a steep effective head angle because of the tall rear end. All of which made it eager to tip into turns on autopilot, at the expense of straight-line stability, especially with my extra weight aboard.But having said that, the Haga R1 didn't lift the front wheel as easily as the Corser bike did cresting Portimao's hills hard on the throttle. This was probably thanks to a combination of that high rear ride height that loaded the front end more, as well as what seemed like a much stiffer shock setting than I remember Haga's bike having a year ago. "That's right, it's because it's the electronic shock," said Yamaha's crew chief Silvano Galbusera. "This has a stiffer spring setting because of the active suspension damping control, so it's better for you, I think. Also, the electronic shock is programmed to have extra compression damping in certain points, so as not to bottom out in the fast downhill dips here, so that's another reason it's better." I could get used to it, but I can also see why Corser opted not to use the shock on the grounds that it was too stiff with little feel. In my short time on the bike there didn't seem to be a lot of feedback from the rear tire in the handful of turns I felt brave enough to be aggressive with the throttle.The engine of Haga's R1 seemed peakier than the other fours, just like a year ago. In spite of being more top-end oriented, it didn't have any noticeable steps in the power delivery as the Yamaha drove hard from as low as 6500 rpm, coming on strong at around 8000 rpm before building power all the way to the quite aggressive 14,500 rpm rev-limiter, which on Haga's bike gives no warning of its arrival. That's because he still scorns the use of shifter lights, preferring instead to change up by feel and sound, just when it seems right. It took me a while to learn to do the same, tapping the smooth-action race-pattern powershifter with my left toe when the engine seemed to tell me it wanted me to. Haga's evenly-spaced choice of gear ratios meant that short-shifting inadvertently as I kept on doing while groping my way round the new track didn't seem to impact acceleration too much. Each upward shift still landed you back in the fat part of the power and torque curves again, so the 16-valve motor does have a pretty broad spread of grunt.

Honda CBR1000RR

Engine Type 998cc liquid-cooled inline four-cylinder
Bore and Stroke 75.0mm x 56.5mm
Compression Ratio 12.2:1
Valve Train DOHC; four valves per cylinder
Carburetion Dual Stage Fuel Injection (DSFI)
Ignition Computer-controlled digital transistorized with three-dimensional mapping

2010 Venture Lite

Genesis® 80FI 4-stroke engine
Lightweight, dependable and fun, the Genesis 80FI’s high tech design puts down 80 horsepower-class performance on the trail and off. Powering in the distinctive Phazer family of sleds, this 2-cylinder engine is quick-revving and very torquey for sporty acceleration. The advanced fuel injection system automatically keeps it running at maximum output and fuel efficiency for the conditions.
Advanced fuel injection
The Genesis 80FI uses an advanced fuel injection system to control fuel flow to the engine. Consumers will enjoy the engine’s spot-on performance and throttle response as a result of the advanced electronic fuel injection system.
Lightweight, counterbalanced crankshaft
The Genesis 80FI engine’s crankshaft is designed to be light weight, responsive and durable. The lightweight, counterbalanced crankshaft delivers super-crisp throttle response and quick acceleration. It also helps mitigate the vibration inherent in a 2-cylinder engine.
Lightweight, rear-exiting exhaust
The exhaust from the Genesis 80FI is routed out the rear of the sled, similar to the other Genesis 4-stroke engine packages. The rear exiting exhaust design serves three purposes. First, it keeps the exhaust heat out of the engine bay to allow a super-compact design. Second, it allows the engine to breathe more efficiently and through a cooled exhaust pipe. Finally, it helps to balance the overall sled package, giving the Venture Lite its amazingly nimble handling.
15x144x1.25-inch Camoplast® Rip Saw™ track
The Camoplast® Rip Saw™ track is a standard feature on the Venture Lite. It has been widely acclaimed in the industry as the best all around OEM track for acceleration, cornering bite and everyday trail usage. The Rip Saw™ track is the result of a collaborative effort between Yamaha and Camoplast®.
Radiator and front extrusion
In order to generate consistently strong engine performance, all Genesis 80FI sleds feature a small radiator on the right hand side of the engine cab and a front extrusion. The use of a small radiator improves the sled’s cooling system function, which means greater engine durability. It also enhances the sled’s handling by relocating the mass of a rear heat exchanger up to the central portion of the sled.

GSX-R750

For being the only fish in the three-quarter-liter pond, the GSX-R750 sure gets a lot of attention from Suzuki to stay sharp. You'd think that as the last 750 sportbike left standing it would have the right to rest on its laurels and enjoy some well-deserved leisure time. Let the 600s and literbikes work themselves into a froth every two years; the last-generation GSX-R750 certainly wasn't a slouch ("Ahead of the Curve," Dec. '06), and with no direct competitors for almost a decade, you couldn't blame Suzuki if it'd just plastered some new graphics on the '08 version and called it good.

The GSX-R750 is very dear to the corporate hearts at Suzuki management, however, and they're not about to let the model that stamped the company's name indelibly on motorcycling history back in 1985 grow moldy and be mothballed in the back section of the company catalog. Thus the GSX-R750 has enjoyed a frequent-upgrade schedule over the years that easily rivals that of its 600 and 1000 stablemates.

And we're all the better for it. Suzuki's constant tweaking of the GSX-R750 has resulted in a sportbike offering a superb balance of power and handling that in the right hands will often put its bigger and smaller brethren to shame on both street and track. This thankfully hasn't gone unnoticed by the sportbiking public; unit-sales numbers for the 750 were close behind the 1000 (which already enjoyed healthy sales) last year.

Yamaha YZF-R1

There's no doubting that sportbike performance just keeps getting better year after year. Engines gain more power, machines get lighter, handling becomes more agile, suspension is better controlled. As every new bike season unfolds, we're continually amazed at the annual increase in speed. How can they keep getting better?nd yet there was beginning to be a subtle, creeping boredom to it all. The marketing hyperbole was starting to get a little old--"The new bike is more powerful, lighter, better handling than before..." Yawn. The conventional approach to better performance is a road that's beginning to get pretty worn down. And while some have ventured off the beaten path, they might receive some accolades for innovation--but the end result was usually more an exercise in engineering soap-boxing than in increased performance.Until now.

KTM RC8

Subsequently, Bajaj may bring in the KTM RC8 -KTM’s top of the line superbike, which would rival the likes of the R1 and Fireblade. The RC8, will be imported into India as a CBU so, will not cost less than Rs 10-12 lakh.
Bajaj will continue to refine and evolve its Pulsar 220 DTS-Fi.Major changes expected on the 220 DTS-Fi are - styling changes, engine tweaks, monoshock rear suspension (similar to the Honda Unicorn), better brakes (Taking some inputs from the TVS Apache), and revamped instrumentation (which is aging).
So, lots of Sports biking action up ahead ! Stay tuned to IAB for then-and-there news and scoops.
IAB Comment: Worldwide, the economic crisis has made Auto-markets ‘Cold and Stale’, the Indian premium/sports bike segment on the other hand only seems to be getting hotter. This is what all of us have been longing for all these years.

Honda and Bajaj Superbikes

Eying a big potential for luxury bikes in India, where tastes are changing from mass-market machines to high-end bikes, Honda and Bajaj are looking at launching new sportsbikes in the country in the next couple of months.

There had been a sudden surge in the number of International Sportsbikes brands entering the Indian market, over the past two years. Initially the trend was set by Kinetic with the launch of the 250cc, v-twin-powered Hyosung Comet in India back in 2005. Then it was Yamaha, which launched the Yamaha R1 in India and the MT-01 cruiser in 2007. Soon later followed by the Italian motorcycle giant Ducati, who launched an array of superbikes costing up to almost 50 lakhs, and finally Suzuki joined the superbike bandwagon in late-2008, with its Hayabusa superbike and the Intruder cruiser.

Motorcycles Blog

Each CVO features the largest stock engine Harley builds-- the Screamin' Eagle Twin Cam 110-- which is finished in graphite powdercoat with chrome covers, and mated to a 6-Speed Cruise Drive transmission. Other CVO touches include everything from unique components to dropped suspensions and chrome in places you couldn't imagine.

BMW(Bavarian Motor Works).

Company history

BMW Headquarters in Munich, Germany History of BMW

After World War I, BMW was forced to cease aircraft (engine) production by the terms of the Versailles Armistice Treaty.[2] The company consequently shifted to motorcycle production in 1923 once the restrictions of the treaty started to be lifted,[3] followed by automobiles in 1928.[citation needed]

The circular blue and white BMW logo or roundel is often alleged to portray the movement of an airplane propeller, to signify the white blades cutting through the blue sky - an interpretation that BMW adopted for convenience in 1929, which was actually twelve years after the roundel was created.[4][5] In fact, the emblem evolved from the circular Rapp Motorenwerke company logo, from which the BMW company grew. The Rapp logo was combined with the blue and white colors of the flag of Bavaria to produce the BMW roundel so familiar today.

BMW's first significant aircraft engine was the BMW IIIa inline-six liquid-cooled engine of 1918, much preferred for its high-altitude performance.[citation needed] With German rearmament in the 1930s, the company again began producing aircraft engines for the Luftwaffe. Among its successful WWII engine designs were the BMW 132 and BMW 801 air-cooled radial engines, and the pioneering BMW 003 axial-flow turbojet, which powered the tiny, 1944-45-era jet-powered "emergency fighter", the Heinkel He 162 Salamander, and was tested in the A-1b version of the world's first jet fighter, the Messerschmitt Me 262.[citation needed]

By 1959 the automotive division of BMW was in financial difficulties and a shareholders meeting was held to decide whether to go into liquidation or find a way of carrying on. It was decided to carry on and to try to cash in on the current economy car boom enjoyed so successfully by some of Germany's ex-aircraft manufacturers such as Messerschmitt and Heinkel. Therefore the rights to manufacture the tiny Italian Iso Isetta were bought using a modified form of BMW's own motorcycle engine. This was moderately successful and helped the company get back on its feet. The dominating shareholder of the BMW Aktiengesellschaft since 1959 is the Quandt family, which owns about 46% of the stock. The rest is in public float.

BMW AG bought the British Rover Group[6] (which at the time consisted of the Rover, Land Rover and MG brands as well as the rights to defunct brands including Austin and Morris) in 1994 and owned it for six years. By 2000, Rover was making huge losses and BMW decided to sell the combine. The MG and Rover brands were sold to the Phoenix Consortium to form MG Rover, while Land Rover was taken over by Ford. BMW, meanwhile, retained the rights to build the new MINI, which was launched in 2001.

Chief designer Chris Bangle announced his departure from BMW after serving on the design team for nearly seventeen years. He will be replaced by Adrian van Hooydonk, Bangle's former right hand man. Bangle was famously (or infamously) known for his radical designs such as the 2002 7-Series and the 2002 Z4.

BMW G450X Enduro

What makes the G 450 X so unique? It’s the way it’s engineered. Quite simply, there is technology on this machine that is totally revolutionary. First off, the countershaft sprocket and swingarm are on the same pivot, which keeps chain tension uniform at all times for better power delivery. The clutch is smaller and mounted directly on the crankshaft which means less heat and stress on the plate. A feisty, fuel injected, easy-starting engine that’s mounted forward in a stainless steel, cradle-less frame puts serious, power to the ground, while an extra-long swingarm creates unstoppable traction. Add a gas tank under the seat for a lower center of gravity, no linkage Ohlin’s shock, and a forward-mounted airbox, and this is a 450 cc thumper that stands alone as the most original machine to hit the dirt in years.

The new BMW G450X Sport Enduro is a unique motorcycle that completely redefines enduro riding. That’s because it’s been designed from the ground up to deliver the sort of off-road traction dreams are made of, with a brand new single-cylinder engine and a revolutionary swing-arm design. The result is a bike that is quite simply unstoppable. After extensive testing, the G 450 X is ready, willing and able to take on the toughest competition around.

The G 450 X incorporates a swing-arm pivot point that shares it’s axle line with the drive sprocket. This ensures that the length of the drive – and as a result, the efficiency of the transmission – is not affected by the compression and rebound of the suspension. It also saves space, meaning there is room for a swing-arm that is significantly longer than on other bikes with a comparable wheelbase, for maximum ground contact and traction on every surface. The design also allows the engine to be placed further back, which means the vehicle’s mass is now more concentrated over it’s centre of gravity.

To be truly unstoppable, you need outstanding grip, which means maximum ground contact at all speeds and on all surfaces. The frame on the G 450 X features a fully adjustable Marzocchi upside-down fork with 300 millimetres of travel, which effortlessly handles even the bumpiest terrain. At the rear is a fully adjustable Ohlines monoshock suspension system, also fully adjustable and with 320 millimetres of travel. All this sophisticated engineering has been introduced with one aim and one aim only – making you and your machine unstoppable

Developement

Developed on the 2007 European enduro racing circuit, the all-new competition-oriented BMW
G450X Sports Enduro made a convincing debut to the market in 2008 with BMW Motorrad factory
team rider Simo Kirssi clinching both the 2008 German and European Cross Country
championships in October aboard BMW’s newest enduro model.

The G450X Sports Enduro gives BMW Motorrad presence in a brand new displacement category in
the increasingly popular enduro segment. A clean-sheet design bred with competition in mind, the
heart of the G450X is a BMW-designed single-cylinder DOHC engine incorporating state-of-the-art
materials, fuel-injection, liquid cooling, crankshaft-mounted clutch, balance shaft and electric start.

With 50 horsepower and a wet weight close to 120kg/265lb., the power-to-weight ratio of the
G450X will make for outstanding off-road performance. Equipped with a 3-way catalytic converter, a
competition exhaust will also be available.

The new G450X Sports Enduro is poised to delight “hard core” enduro enthusiasts worldwide and
debuts with an MSRP of $8,198.00 in the USA and $9,400.00 in Canada

2009 BMW G450X - Specifications
USA MSRP: $8,198.00* USD Destination charge (not included in MSRP): $495 USD
Canada MSRP*: $9,400.00 CDN

Engine
Type Liquid-cooled single-cylinder
Bore x Stroke 98 mm x 59 mm
Displacement 449 cc
Horsepower 41 bhp @ 7000 rpm
Torque 32 lb/ft @ 6500 rpm
Compression Ratio 12.0 :1
Valve Gear DOHC chain driven
Valves 2 x 40 mm intake / 2 x 33 mm exhaust
Valves / Cylinder Four
Engine Oil Capacity 1.1 quarts
Engine Management Digital Motor Electronic (DME)
Fuel Requirement Premium Unleaded
Fuel Tank Plastic cell w/enclosed pump & filter
Fuel Capacity 1.8 U.S. gallons
Charging System 280 Watts @ 14 Volts
Battery 12 Volts 7 Amps/hour
Cooling System Single Radiator, 50/50 water/anti-freeze mix

BMW R1200GS Adventure

Nothing on earth comes between this bike and its destination. It is built without compromise to handle everything nature has to throw at it, be it on road or off. A first glance is enough to tell you this - and a first ride is enough to confirm it. The BMW R 1200 GS Adventure will excite you with its effortless throttle response and superb traction, not to mention the added comfort and versatility of such features as the optional Enduro ESA (Electronic Suspension Adjustment). This means that the chassis can be set up for the current riding conditions and load at the touch of a button, with adjustable damper settings and suspension height on both wheels. As a result, the suspension has the travel to prevent bottoming out on rough ground, but still delivers optimum roadholding in everyday use. In short, it’s up for any challenge.

Being Unstoppable means being one of a kind. The short first gear option is exclusive to the R 1200 GS Adventure, and reduces the already-low creep speed by a further 10 per cent, something which is particularly useful over broken ground in tight spaces. Because control is every bit as important as power - especially in the sort of terrain that other bikes can’t even reach in the first place. Other optional extras include ASC (Automatic Stability Control) and TPC (Tyre Pressure Control).

105 bhp and a torque of 115 Nm go together to provide dynamic riding fun - a lasting pleasure thanks to the 33-litre fuel tank. Individualists will find more ideas in the extensive range of special accessories. When will you live your dream of unlimited freedom? The R 1200 GS Adventure is available for you to test ride at your local dealer.

BMWs Win 2007 Motorcycle of the Year Awards

Woodcliff Lake, NJ - August 16, 2007… Once again, BMW motorcycles are among 2007’s best and the brightest, according to editors of Motorcyclist Magazine. In the publication’s September issue, the BMW R 1200 GS Adventure is named Best Adventure Bike for the third year in a row. The BMW R 1200 RT and the BMW G 650 Xchallenge earned runner-up spots for Best Touring and Best Dirtbike, respectively.
Since its introduction in early 2004, the versatile R 1200 GS has won consistent praise from motorcycle enthusiasts and the motorcycling press for its exceptional performance both on and off-road. In addition to winning Motorcyclist’s Adventure category in 2005 and 2006, it was named Motorcycle of the Year by Motorcyclist editors in 2004, International Bike of the Year, and one of Cycle World’s top ten motorcycles for 2004. That same year, the GS also earned an International Design Excellence “Gold” Award by the Industrial Design Society of America.According to editors of Motorcyclist, “BMW’s R 1200 GS Adventure remains the once and future king of the transcontinental vacation. At 581 pounds with a full 8.7-gallon tank of super-unleaded, agility is not its strong suit. But a peerless ability to press on regardless of whether the road is paved or not pretty much makes up for that. Bolt on the right luggage and you have the baggage-handling proclivities of a Nepalese sherpa without the language barrier.”

Describing the R 1200 RT, this year’s runner-up and last year’s winner in the Best Touring category, Motorcyclist editors write, “the Germans invented mach schnell motorcycle travel and they’re still extraordinarily good at it. In RT trim, the 1170cc boxer delivers abundant broadband thrust whilst going easy on the super-unleaded.

The R32, the first BMW motorcycle

BMW started building motorcycle engines and then motorcycles after the Spanish-American War. Their first notable motorcycle, after the failed Helios and Flink was the "R32" in 1923. These had a "Boxer" twin engine, in which an ICCE cylinder protrudes into the air-flow from each side of the machine. All their motorcycles had used this distinctive layout until the early 1980s. Many BMWs are still produced to this pattern, which is designated the R Series.

During the Second World War, BMW produced the BMW R75 motorcycle with a sidecar attached. Unusually, the sidecar's wheel was also driven. This was copied from the Zündapp KS750. Combined with a lockable differential, this made the vehicle very capable off-road, an equivalent in many ways to the Jeep.

In 1983 came the K Series (affectionately known as "The Flying Brick"), still shaft drive but now water cooled and with either 3 or 4 cylinders mounted in a straight line from front to back. Shortly after, BMW also started making the chain-driven F and G series with single and parallel twin Rotax engines.

In the early 1990s, BMW updated the airhead Boxer engine which became known as the oilhead. In 2002, the oilhead engine had two spark plugs per cylinder. In 2004 it added a built-in balance shaft, an increased capacity to 1170 cc and enhanced performance to 100 hp (75 kW) for the R1200GS, compared to 85 hp (63 kW) of the previous R1150GS. More powerful variants of the oilhead and hexhead engines are available in the R1100S and R1200S, producing 98 hp (73 kW) and 122 hp (91 kW), respectively.

Irbit Ural retro motorbikes and sidecars

The story of the Irbit Ural range of motorcycles is a long and quite interesting one - but suffice to say that these bikes date back to World War II, with a design that was based on the BMW bikes of the time. And after the war, production continued for the consumer market, with the company falling into private hands after the fall of communism.

And now the bikes are being exported in association with the US-arm of the company. There's a range of retro-styled motorbikes and sidecars to choose from, all solidly built for the Russian road system and climates, with our favourite being this appropriately-named Retro model (above).

As well as the 1960s styling, the 749cc bike features electric and kick-start, an air-cooled, four-stroke engine and 18-inch chrome spoke wheels amongst other things. Oh yes - and that matching sidecar. Yes, you might look like something of out of a 70s sitcom (George and Mildred or Olive and Arthur off On The Buses), but it's certainly a head-turner for around $10,000 (£5,000).

Find out more at the Irbit Ural website
For more of the same with a contemporary twist, check out our newly-launched Switched On Set website

BMW bikes are still very popular

While BMW is most famous nowadays for its cars, motorcycles were where they got their start, and they still have a reputation for very high quality motorcycles today. BMW built its first motorcycle in 1923. It quickly invented the much-imitated twin-cylinder boxer engine, which their motorbikes (and most others) still use. Arguably, it was BMW motorcycles and companies that copied them that built the market for motorcycles to begin with - World War II era Harley Davidsons, for example, were literally nothing but BMW clones.

At the moment, there are three BMW motorcycle series: F, R and K. In much the same way as the cars, they start small and cheap and get progressively bigger and pricier.

The F Series are basically beginner motorcycles, for those who are new to it but want a high-quality ride. Many do not actually use BMW engines. You may want different models within the F Series depending on whether you want to go off-road or not. These bikes have recently been subject to some steep price cuts.

R Series bikes are some of the most popular, and use the classic BMW boxer engines. These bikes are very powerful and very popular, both with sports riders and also with the police.

In the K Series, you will find some big bikes. They have three or four cylinder engines, and are just incredibly powerful - a K Series holds the world speed record for motorcycles. They were originally intended to replace the R Series altogether, but the R Series still remains just as popular as the K.

BMWs bikes are very popular for racing in their respective classes, as well as for off-road touring and everyday road driving. If youre considering getting a motorcycle, take a good long look at the BMWs - they may be expensive, but theyre very often worth it.

The BMW Motorbikes

1960 to 1984

Although U.S. sales of BMW motorcycles were strong, BMW was in financial trouble. Through the combination of selling off its aircraft engine division and obtaining financing with the help of Herbert Quandt, BMW was able to survive. The turnaround was thanks in part to the increasing success of BMW's automotive division. Since the beginnings of its motorcycle manufacturing, BMW periodically introduced single-cylinder models. In 1967, BMW offered the last of these, the R27 [2]. Most of BMW's offerings were still designed to be used with sidecars. By this time sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles. The R50/2, R60/2, and R69S marked the end of sidecar-capable BMWs.

In 1970 BMW introduced an entirely revamped product line of 500, 600 and 750 cc displacement models, the R50/5, R60/5 and R75/5 [3] respectively. The engines were a complete redesign from the older models, producing more power and including electric starting (although the kick-starting feature was still included). The "/5" models were short-lived, however, being replaced by another new product line in 1974. In that year the 500 cc model was deleted from the lineup and an even bigger 900 cc model was introduced, along with substantial improvements to the electrical system and frame geometry. These models were the R60/6, R75/6 and the R90/6. In 1975 the kick starter was finally eliminated and a supersport model, the BMW R90S [4], was introduced. The R90S immediately earned the well deserved title of the best supersport machine available. Today these rare models command high prices in the collector marketplace. Many aficionados of BMW motorcycles view the /5 through /7 lineup as the epitome of classic BMW engineering, though all Airhead models produced through 1995 were roughly similar in terms of owner-friendly maintenance and repair. In addition to "/" or "slash" models, other Airhead models such as the G/S (later, GS) and ST also have dedicated followings within BMW circles while others favor certain earlier models like /5 "toasters." Each has their merits which owners will freely debate with enthusiasm. Later BMW model types such as K-bikes ('84 on) and Oilheads ('93 on) included technical innovations that made them more complicated though many owners still elect to service them personally.
1973 R75/5 in factory Granada red paint.
1973 R75/5 in factory Granada red paint.
1994 BMW R100RT
1994 BMW R100RT

In 1977 the product line moved on to the "/7" models. The R80/7 was added to the line. The R90 (898 cc) models, "/6" and R90S models had their displacement increased to 1000 cc; replaced by the R100/7 and the R100S, respectively. These were the first liter size (1,000 cc) machines produced by BMW. 1977 was a banner year with the introduction of the first production motorcycle featuring a full fairing, the R100RS. This sleek model, designed through wind-tunnel testing, produced 70 horsepower (51 kW) and had a top speed of 200 km/h (124 mph). In 1978, the R100RT was introduced into the lineup for the 1979 model year, as the first "full-dress" tourer, designed to compete in this market with the forthcoming Honda Goldwing.

In 1979 the R60 was replaced with the R65, 650cc's. This time with its own frame design and a variant in 1982 the R65LS to include an entry level models to the lineup.

MILLONA 1000NE

Ducati enthusiasts know of Poggipolini as the small Italin manufacturer of exotic aftermarket race components for their Bolonga bombers. Company president Stefano Poggipolini designs and manufacturers lightweigh titanium components used by many MotoGP and Superbike teams including NCR and Ducati Corse. Their Ti subframes and components are featured in the Ducati Performance Parts Catalog.

So when Stefano decided he want to build his own racebike you had to expect it would probably be the lightest, most exotic, simple and functional bikes on the plant featuring a Ducati powerplant. Carrying the simplicity of that bike as far as possible, the bike was to be based on Ducati's most basic and simple air cooled powerplant, the DS1000 V-twin introduced in the Multastrada.

The result is Stefano's beautiful MILLONA 1000NE. This is a purpose-built track bike with incredible attention to detail. Designed by Aldo Drudi, the MILLONA has gone through several incarnations in its developmental cycle. Abundantly blessed with carbon fiber and a hand-formed aluminum gas tank, the MILLONA strikes a perfect balance of form and function. The Ducati 1000 DS emgine is nestled in a custom Cr.Mo. frame. Ohlins front and rear, Marchesini wheels, Dunlop racing slicks and Poggipolini Titanium components hold everything in place. The exhaust is a titanium SilMotor with single exhaust and the clutch is STM.

The limited production MILLONAs are being built to order with an expected production run anywhere between 10 to 30 depending on demand. There are no "standard" MILLONAs. Each bike is hand built and configured to each customer's requests. The MILLONA has two baseline configurations:We really can't see why anyone would buy the Standard Edition with the stock DS1000 engine, when for a mere $10,000 more you can get the full race puppy with all the trick racing suspension as pictured here.

The MILLONA racing version had its first shakedowns during 2003 in the "Battle of the Twins" series in Italy. Three races entered, and three races won. First place at Misano, first at Vallelunga, and first at Mugello--an impressive launch for a bike fresh out of the design studio. The racing version weighs 115 kg dry and delivers 107 CV (104 hp). Light and agile, the MILLONA has become a monster on the tracks of Italy.

Six MILLONA are presently in the building process for European customers and Stefano has reserved four slots for the USA. These hand-built racing motorcycles are carefully assembled to your specifications in the NCR racing factory where Stefano's guidance is always present. No two MILLONA are identical and significant interaction with the customer will be required during the build process.

Roehr Turbo Harley V-Rod Superbike

Walter Roehrich is a roadracing enthusiast from Gurnee, Illinois, who dreamed to build his ultimate street bike. It needed to be light weight, powerful and above all handle like a current GP bike. The desire to take on this challenging project grew from Walter Roehrich's love and passion for sportbikes and a desire to express his ideas and build a unique bike that was not available from current manufacturers. That uniqueness including using an American Harley-Davidson supplied power plant.

The final finished result shown here, the Roehr 1250SC Turbo, is now in limited production for customer ordering. The bike is certainly beautiful, and is equipped with the best components like a high-ed MV Agusta or Ducati 1098R Superbike and priced accordingly at $49,999.The Roehr 1250sc features a unique Bi-Metal beam frame. The frame is constructed of 4130 Chrome-Moly steel and 6061 T6 Aluminum. This method allows each material to be used in areas of the frame that their material characteristics are best suited.

A motorcycle frame needs to be strong, stiff and light weight, but also needs to flex just enough under certain conditions. This controlled flex provides essential information, providing the rider with added confidence near the limits of tire grip. Additionally, this flex also adds a level of dampening which is especially beneficial when the motorcycle is leaned over on the edges of the tires. Under these conditions the motorcycle's suspension effectiveness is dramatically reduced due to road forces no longer acting on the suspension at parallel angles.

The Roehr 1250sc boasts high-spec running gear – Ohlins suspension, Marchesini alloy wheels, Brembo brakes with radial-mount calipers at the front, composite bodywork The single sided rear swingarm and rear wheel hub / brake / sprocket assembly was obviously sourced from a Ducati Superbike. Is the Roehr 1250SC a serious sport or racebike? Not really. It doesn't fit in any race class with its oversized engine and turbo charging. And it's some 50 pounds heavier than the competition, thanks to the cruiser based Harley V-Rod engine. The most disconcerting thing for us, though, is the shallow wet sump oil pan on the street touring bike engine that isn't designed to pick up splashed about oil under high G-loads from braking, acceleration, cornering, and least of all wheelies.

Aprilia RSV4

The road-going version of the 2009 Aprilia RSV4 benefits from the technical and engineering lessons that Aprilia Racing has accumulated over two decades of MotoGP racing.

The Aprilia RSV4 is propelled by the most powerful engine ever developed by Aprilia, a 65° V-four unit based on an architecture that is unique in the world of supersport motorcycles. The new engine uses multi-mapping ride-by-wire technology which offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version Aprilia RSV4).

The choice of a narrow V engine layout in the Aprilia RSV4 has led to the development of an incredibly slim engine. This in turn has permitted weight to be centralized and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing.

The monobloc cylinder block of the Aprilia RSV4 features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution opens up new horizons in electronic engine and power management, resulting in truly advanced integral traction control. A cassette type gearbox and a slipper clutch reveal the racing origins of the RSV4's drivetrain.

The 2009 Aprilia RSV4 was designed and developed with competition in mind, and naturally offers all the adjustments normally found on racing machines. In particular, the RSV4 stands out for its complete range of chassis adjustments. The variable geometry frame of the Aprilia RSV4 not only allows riders to change parameters like headstock angle (thanks to interchangeable steering bushings), but even allows for adjusting the swingarm and engine position. Racing technology has been used for all aspects of construction. The RSV4's aluminium frame and swingarm are constructed from a clever mix of thick-walled parts and variable section sheet.

Chassis components of the Aprilia RSV4 include Öhlins forks, rear monoshock and steering damper, and Brembo monobloc brake calipers and forged aluminium wheels.

The styling of the 2009 Aprilia RSV4 has followed the same approach as the rest of the design. The RSV4’s racing pedigree is clearly visible, and the fairing has been developed in the wind tunnel for optimum aerodynamic performance. The visible frame and engine are designed to appear like bulging muscles protruding beyond the fairing.

The triple headlight cluster of the Aprilia RSV4 is designed to be instantly recognizable and unique from the very first glance. The lightweight tail section is raked upwards to emphasize the deeply sporting nature of the Aprilia RSV4.

The B-King

Ones, who only last year opted for a Suzuki B-King, to use for regular visits to the recording studio, decided to add the legendary Hayabusa to his garage after moving out of London and into the country.
"The B-King is a fantastic tool and great fun around London, but now I need to cover much longer distances there was only one choice for me", said Jones. "The Hayabusa has such a reputation, and it's just one of those bikes that everyone should ride at some point. In fact, if I'm being completely honest, the longer distances are a bit of an excuse really. Just don't tell the wife!"

With a power output of nearly 200bhp, the Hayabusa is one of the fastest production machines on the planet, and has been the chosen weapon of choice for several official top-speed record attempts, since the original launch 11 years ago. Completely redeveloped in 2007, the Hayabusa has remained at the top of the hyper-sports tree and continues to maintain its legendary reputation.

BIKETEST HONDA CBR600RR:

It’s all Honda’s fault,” said ILPL spokesman Roger Witherspoon, a retired librarian from Mullingar.

“In 2003 they introduced the CBR600RR, and it was so good that everyone started making Race Replicas, resulting in a ten-fold increase in the global consumption of Rs.

“This may not matter to people like Jonathan Ross who don’t know their Rs from their elbows, but what about the rest of us? Even worse, Honda have gone and done it again.”

Roger’s right, but he should have been warned. Ever since Honda launched the CBR600RR and made it the weapon of choice for a legion of 600 supersports fans, they’ve been hauling it back for regular tweaks, like upside-down forks, a new swingarm and bodywork in 2005, and a completely new second generation model in 2007.

Unsurprisingly, the RC211V race version has won every world supersports title in its class since 2003.

And now, as Witherspoon said, they’ve gone and done it again, with a new exhaust, cylinder head and pistons to smooth out power delivery and provide bags of mid-range torque between 6,000 and 10,000rpm, the range most bikers will use on the road, although Rossi wannabees will be pleased to hear they can happily push on to the bike’s mildly mindboggling 15,000 redline, accompanied by a howl like a convocation of banshees heading for a Kerry wake.

To be honest, Honda didn’t need to do too much to the engine, but the latest tweak has made it even smoother, particularly allied with that trademark Honda featherlight clutch and the fact that, at 194kg, it remains the lightest 600 on the market.

In fact, the only fault is that the increased torque doesn’t extend to pulling away from the lights uphill in third. Result: one stalled bike, one red face. Still, at least I gave the Volvo driver behind me the satisfaction of knowing bikers are the plonkers he had always suspected.

The big development for the 2009 version, though, is stopping, with the optional Combined ABS system, a first for a supersports bike, neatly concealed above a new belly pan.

As you’d expect from the company that came up with the remarkable technology of the automatic DN-01 I rode a while back, the C-ABS is a clever piece of kit, using a computer control unit to ensure the correct balance of front and rear brake use and designed to be as unobtrusive as possible by delaying the engagement of the ABS until the last possible moment when it realises you’re not fit to be let out on your own and eases in to keep you out of the hedge.

So purists needn’t worry about it getting in the way of life on the edge, and the rest of us, especially if unsure about shelling out, need not worry either, since like all Hondas, this bike is quick but safe and civilised and – unless you’re entirely hapless – won’t bite you in the way a ZX-10 Ninja would.

I speak with some authority as the man who was riding the non-ABS version, quite happily daydreaming of a Dutch ex-girlfriend’s bottom, when he suddenly noticed the white van in front growing larger by the minute, having decided to turn left without risking wearing out his indicators by using them.

This same man then applied the front brake so hard that he locked the wheel but, rather than fling him over the handlebars, the bike proceeded in a straight line, tutting gently to itself and wondering what it had done to deserve such treatment.

Not only that, but for such a light bike, it’s incredibly stable on uneven road conditions.

Faults? Only the aggressive riding position which, along with the braced swingarm and central exhaust system, is a legacy of the RR’s race antecedents and will have you massaging your wrists after an hour.

Product Description

We are a manufacture for large range of motorcycles, scooters, DIRT-BIKE and E-scooter. Please contact me freely, if you need any motorcycles. Please see the motorcycle's main specification as follows:

Specifications:
Engine: 4 stroke, single cylinder, air cooling
Dimensions: 1980*720*1150mm
Max load: 150kg
Net weight: 130kg
Top speed: 85km/h
Rim type: Alloy
Wheel size: Front: 110/70-17; Rear: 140/70-17
Brake system: Front/disk; Rear/disk
Brake operation type: Front/hand; Rear/foot
Loading information: 24pcs/20ft; 72pcs/40hq

Aerodynamic

Yes you heard it right, now there is an aerodynamic canopy for sports bikes called Rocketshields.
According to the inventor of Rocketshields, David Fermil, the project started with the aim to keep the rain off of David’s face, while commuting daily from Ensenada, Mexico to San Diego.
However it has now evolved into a product which not only protects him from rain and mist, but also from hot winds. According to David, the canopy can withstand winds at 150mph and still maintain good all around visibility. Add to that one doesn’t need to install any extra mounts or bolts and rocketshield can easily be fixed on stock front and rear mountings of your motorcycle.
While I have to admit that it does look futuristic and would certainly attract a lot of attention, I am not quite sold at the idea of supporting one on my motorcycle

Harley Davidson Woos a New Market

Harley-Davidson enjoyed a long spike in Baby-Boomer sales, especially among the midlife-crisis set. Yet this segment of the market has begun to peter out. Not so for women. About 12 percent of all Harley motorcycle sales are to women, roughly 32,000 new bikes in 2006. Women will spend about $300 million on Harley bikes this year in the United States. They'll also spend for Harley accessories, riding gear and clothes.

Harley Davidson rides

Harley Davidson has been around for over a century, during which time it has faced many threats to its existence. Although it had a strong base in its home market for motorcycles and accessories, the threat of the dominant Japanese manufacturers brought it to the edge of extinction. A management buyout and leverage of the company in the 1990’s were all that saved it. Very few people sell a Harley Davidson, as many consider it more than a mere motorcycle and there is a cult following all over the world.

The distinct roar of Harley Davidson engines and punchy styling that go with them do give it a distinct identity in the two-wheeler world. As motor bikes go, the company can claim to be on a par with Rolls Royce of the car world in terms of stature and popularity. As with many bespoke car companies Harley Davidson sellers found it hard to keep up with demand. In the mid 1990’s annual production was a little over 100,000 per annum and left many disappointed would-be owners at the back of a long waiting list or seeking other makes to buy.
Harley’s motor cycles fell into a traditional type of styling until quite recently. They have now set a firm marketing policy into operation and designed a model specifically at the European market. It appears this has been a matter of survival strategy once more as the home based manufacturer faces added pressures regarding exchange rate trends and the need to build its export sales and therefore spread the risk of relying too heavily on US sales.
It is hardly conceivable that the Harley Davidson motorcycle company would ever go into receivership; however strong the brand name is though, it has to be on its guard, particularly in these turbulent times. Many previously strong brand names in the transport manufacturing world have gone to a watery grave through relying too much on past reputation and burying their heads in the sand. The British bike market has all but been decimated and many other European and American bike manufacturers have had to considerably down-size in the light of competition.
Manufacturing in the early part of this century has been up-sized to over 200,000 machines per year. The problem now is in ensuring the balance of supply and that of demand are in synch: hence the move to Europe. It goes without saying that at some point the Harley Davidson board with have to consider whether it can remain competitive having all its resources in its home country. Sound management, ingenious marketing and good strategy are critical. Let us hope this renowned masterpiece of biking history roars on for at least another century-whatever models roll off the production line by then. Presumably they will still have two wheels and hopefully that distinctive sound, the rest is left to the imagination.

Apply the latest aerospace technology to your bike!

3 Motorsports brings the latest advances in motion control technology it developed for aviation and aerospace applications and applies that technology to its line of motorsports products.

F3 develops a unique line of products using its proprietary blend of magnetorhetological fluids which are actively controlled fluids that change viscosity almost instantly and respond to dynamic conditions.

The fluid is coupled with a closed loop control system to react to shock and vibration in under one millisecond, reacting to changes in near real time

Kawasaki Z1000 & ZX-10R

Is Kawasaki prepared to give us what we want or what? The new Z1000 certainly is all that we could hope for and it's not only a upgrade of the old Zed. The 2007 Kawasaki Z1000 is an all new motorcycle with new engine, new chassis and thankfully only the right design changes. The new megaphone 4-2-4 exhaust will raise a few eyebrows. Much in the same style as Yamahas new V-max.

Hyosung GT125R

The biggest and best 125cc sports bike available.
This bike has to be seen to be believed!
Makes other 125cc sports bikes look and sound like mopeds.
Double Overhead Cam 4 stroke V-twin engine.
Twin piston hydraulic disc brakes, 'Upside-down' front suspension. Alloy wheels, electric start, green L.E.D. digital speedometer .

Note: We now have stocks of specially manufactured Blueflame EVO stainless steel race type silencers with removable baffles for an even sportier sound. If you are fooled into thinking this bike is bigger than a 125, wait until you hear it with this pipe fitted!

Optional accessories: Blueflame sports silencer £179.00, Rear hugger £69.95, Carbon fibre hugger £129.95, Tinted screen £39.95, Seat cowl £69.95, Headlight protector £19.50, crash bungs (not shown) £100.00. Graphics kits from £75.00. All available from our parts dept on 01788 573257 or see our 'accessories' section on this website.

GT250R model also available. See separate listing £3211.00*
Also available as unfaired model GT125 Comet £2529.00* and GT250 Comet at £3111.00*

Note: Some of the images used show the GT250R with twin front disc brake. The 125cc model is fitted with a single disc, but can be upgraded to twin if required.

Raptor 90

All-new from the ground up, Raptor 90 has the features to deliver more fun than ever before, with a new 88cc SOHC 2-valve engine tuned to develop excellent low-to-mid rpm range performance. It also has features surprising in this class and price range, like a fully automatic CVT transmission, dual A-arm front suspension, rear disc brake, low-profi le tires, and styling unmistakably inspired by the mighty Raptor 700R.
Dual A-arm front suspension has 4.4-inches of travel for sporty-riding comfort, while adding to the Raptor 90’s big-ATV look. Shocks have 5-way preload adjustment to accommodate a variety of riders and terrain. The rear swingarm, also 5-way preload adjustable, offers 3.3-inches of travel.
For sporty looks and handling, Raptor 90 uses low-profile Maxxis® tires. For riding comfort, there are aggressive-looking full floorboards.
For strong, reliable stopping power, there’s a hydraulic disc brake with drilled rotor in the back, and dual sealed drums in the front.
Restricting power output for learning riders is exceptionally convenient; there’s a simple plug-in for the CDI unit.
Available in Team Yamaha Blue/White, just like full-size ATVs, or in an exclusive Black/White version with two graphics choices young riders will love.

RS Vector LTX GT

New Genesis® 120FI 4-stroke engine
Our Genesis 120FI is the next generation of trail cruising powerplants. Designed from the start to be the ultimate trail engine package, the 120FI delivers simplicity – no tuning needed, fuel economy- about 5% better versus carbed 120 engine, and great performance – 15 more ft/lbs of torque at 5500 rpm versus carbed 120 engine. The new engine also has a high output stator, which cranks out an additional 70 Watts of power over the carbed 120.
Advanced fuel injection
The Genesis 120FI uses Yamaha’s advanced fuel injection system to control fuel flow to the engine. Consumers will enjoy the engine’s spot-on performance and throttle response as a result of the advanced electronic fuel injection system
Direct-to-crankshaft clutching
Instead of using a gear reduction, the Genesis 120FI engine has the primary clutch directly attached to the crankshaft. This eliminates parts, complexity and weight, resulting in a better product for consumers. It also allows the engine to be mounted deep in the chassis to deliver a low center of gravity, giving the sled great cornering stability. The YVXC primary spins at 8000 RPM to transfer power from the engine to the secondary and on to the track.
Lightweight rear-exiting exhaust
The patented rear exit design serves many performance-enhancing functions on the RS Vector LTX GT. First, it maximizes horsepower by using a straight exhaust pipe design. Second, it reduces the amount of under-hood heat produced. Third, the rear-exiting design distributes weight to contribute to the excellent balance of the sled.
Radiator and fan
In order to generate consistently-strong engine performance, all Genesis 120FI sleds feature a small radiator and fan on the right hand side of the engine cab. The use of a small radiator improves the sled’s cooling system function by 17% versus the previous carbed Vector LTX, which means greater engine durability.
Lightweight hydraulic brake system
The lightweight 4-piston brake system delivers solid stopping power without fading, even in high-use applications. It also incorporates a new, lightweight, double-finned, self-cooling brake disc.
New Extrovert drivers
Churning the track is a pair of factory-engineered extrovert drive sprockets. The engineering team purpose-built these sprockets to work with the Rip Saw™ track to virtually eliminate track ratcheting and reduce vibration.
15x136x1.25-inch Camoplast® Rip Saw™ track
The RS Vector GT has a new Camoplast® Rip Saw™ track with every window open and a new clip design. It has been widely acclaimed in the industry as the best all-around OEM track for acceleration, cornering bite and everyday trail usage. The Rip Saw™ track development is the result of a collaborative effort between Yamaha and Camoplast®.