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.