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Ducati99 Best Motorcycles

One of the most popular Ducati models is the Ducati Superbike 1098. The first variation of this model is the Ducati Superbike 1098. It was voted the Best Motorcycle Design of 2006. Some of the highlights of this model include the Testastretta Evoluzione engine, a light and effective chassis and suspension system and a superior braking system that uses Brembo's Monobloc caliper racing technology.
The next variation of the 1098 is the Superbike 1098 S Tricolore. This variation was only produced for the 2007 season. It comes in the Italian national colors, red, white and greens. Superior suspension was the focus of this bike. It comes with completely adjustable 43mm Ohlins FG511 forks. Another focus of this model was a high performance to weight ratio.
The third variation of the 1098 is the Superbike 1098 S. This variation of the 1098 Superbike focuses on power and superior performance. In addition to added power and reduced overall weight, the 1098 S also includes a variety of gadgets that makes this a superior motorcycle model. The Ducati Data Analyzer System is a technical gadget that comes standard with every Superbike 1098 S. The standard DDA package keeps track of your track performance and provides you with instant access to your performance history via a CD or a USB connection.
To find the best Ducati motorcycle for you, you need to analyze what is most important to you. If you are interested in a basic model designed for high performance then you will want to test drive the Superbike 1098. If you are interested in superior performance offered by a lighter weight bike then you will want to test drive the Superbike 1098 S. Finally if you want the advantages offered by the 1098 S, as well as the style of Italian racing fashions, then you will want to test drive the Superbike 1098 S Tricolore.

Motorcycle History - The Honda CBR600

The Honda CBR600 series has been touted as one of the best sport motorcycles in the industry. In fact, the Honda CBR600RR (the race replica version of Honda's CBRFx series motorcycles) has won every Supersport World Championship title from 2002 to 2008. But how did it all start? Here is a brief history of the Honda CBR600 series and how it has evolved throughout the years.
1987 to 1990 CBR600
When it was first introduced, the CBR600 series featured a "jelly mold" fairing that hid a steel frame, an inline four of 598cc with 16 valves and 70-80bhp. The CBR had 37mm forks, 276mm front discs and a three-spoke 17-inch front wheel, and it had a top speed of almost 150mph. Changes to the motorcycle parts in 1989 added rebound adjustment on the shock, modified fairing and a span-adjustable brake lever.
1991 to 1994 CBR600
Now known as the "classic" CBR (the amount of Honda OEM parts for these models says it all), from 1991 to 1994 the CBR added new aesthetics that hid a developed frame with braced engine mounts. The engine was now 599cc and made around 85bhp with true top speed of 150mph. 1993 saw an increase to 41mm forks and a remote reservoir for the shock with compression damping.
1995 to 1998 CBR600
Although slightly smoother aesthetics were introduced from 1995 to 1998, the "old-school" CBR look still remained during this time. 1997 updates included a sleeker rear end, new lights, and an alloy grab-rail. Underneath the "jelly mold," a ram-air system, bigger carbs, a higher compression motor and revised ignition were added. Wider rear motorcycle tires, revised suspension, and larger diameter 296mm front discs were also added. The 600's top speed was now about 155 mph.
1999 to 2000 CBR600
In 1999 the old steel frame was replaced with an ally beam-frame, and new 43mm forks and updated brakes were also added. The motor featured a revised ram-air intake and more plates in the clutch for a lighter action, allowing the CBR600 to break the 160mph barrier. Additionally, a 180-section rear tire and bolt-on sub-frame hinted at race intentions in the Supersport World Championships.
2001 to 2006 CBR600
From 2001 to 2006, Honda gave the CBR a much sportier look, including two-headlight stare. A new fuel-injection system was also added. The FS had a two-piece stacked seat, different cams and valves (for better race tuning), a lighter flywheel, an extra clutch plate, and black frame and swingarm. The F-S (or F-Sport) was dropped from the line in 2003 with the arrival of the sharper "RR" but the flexible and dependable "F" still has a place in today's Honda's range.
2003 to 2004 CBR600RR
In 2003 the RR arrived on the scene with an all-new, rev-happy engine, "center-up" underseat exhaust and updated fuel injection which pushed top speeds to about 165mph.
2005-2006 CBR600RR
Some subtle bodywork modifications make the bike look faster as well as help the ram-air system's efficiency. An improved fuel-injection, upside-downers with radially-mounted brake calipers, and changes to the inlet ports give the bike more midrange - something notably absent from the RR3 and RR4's repertoires. The bike's top speed is still around the 165mph mark.
2007 and on... CBR600RR
The aesthetics on this bike are all-new starting in 2007, as is the motor, which is lighter and more powerful than ever before, in part due to Dual Sequential Fuel-Injection. The new CBR is 22mm shorter than the previous model and now has Honda's Electronic Steering Damper fitted. And while minute changes have been made from model to model, the overall styling has remained the same. Apparently, you don't want to mess up a good thing. Still, the Honda CBR600 is continuously modified and altered by riders who want to create something new and unique. To check out the parts and motorcycle accessories available to modify your Honda CBR600, check out the Honda CBR600 Aftermarket Parts and Accessories.

BikeBandit.com is the web's largest powersports store with more than 8 million factory fresh motorcycle parts online, with parts and accessories from all the major manufacturers, including Kawasaki parts, motorcycle tires, motorcycle helmets, motorcycle jackets, motorcycle accessories, and more.

bmw motorcycle

BMW Motorcycles - A Little Motorcycle Wisdom

Why choose BMW motorcycles? There are many reasons, I'm sure. One reason I can give you is that I've been riding them for over 10 years and they have never left me stranded. Except for running out of gas once because of my own stupidity.

Some of the other pluses are: they have good power, get great gas mileage (usually 45-70 MPG depending on which model you choose), have very stable handling, long distance comfort and they are just plain fun to ride!

What's not to like?

I know that some think that BMW motorcycles are the highest priced bikes around, but that's not really true. Just like anything else, you can spend a large or small amount on them depending on the type, size and amount of accessories you decide on. They have entry level bikes up to high end models and everything in between. Other manufacturers have bikes that cost as much or more.

I have been riding motorcycles since 1987, and have owned many different brands and sizes. I've owned Gold Wings, and several others including Harley, Yamaha and a few smaller Hondas.

I traded in a Gold Wing after test riding a BMW R1100GS. It was the first of many BMW's I've had; a big dual sport bike that handled great and was a lot of fun. There have been several others over the years, including the K1200LT, which is a big luxury touring bike that my wife and I rode to Georgia and back. That was a really fun trip. Saw temperatures from 32 deg F to about 90 deg F, fog and rain.

I currently have an R1200RT. It's a sport touring type of bike and my favorite so far. It weighs less than the full-boat touring bikes, but is still very comfortable. Since it has about 100 horsepower it can move quickly if you need it to. Or just want it to.

This bike has a lot of goodies on it that my wife really enjoys. Heated seats, a power outlet that she can plug in an electric vest to (one of the many available BMW motorcycle accessories) on cold days, and a suspension that I can adjust with the touch of a button to select a comfort setting for her. That is an important consideration for us, since she has had back surgery and can't really take too harsh of a ride without it causing pain. She says this bike is the most comfortable one I've had. She loves it! And when she's happy, I'm happy!

It also has an electrically adjustable windshield that's the cat's meow! It can be adjusted on the fly so I can dial it in to that "just right" position for wind control. Also on this fine machine are heated hand grips, cruise control, removable side bags / trunk and anti-lock brakes. In my humble opinion this is the best bike around for motorcycle touring. I just need more time to ride.

Wisdom and Knowledge

My introduction to the world of BMW bikes began at Gina's BMW motorcycles in Iowa City, Iowa. The owners, Gina and Julius Dusterhoft, are riders too. They have always been a great source of help and advice to me.

If you are thinking about getting a motorcycle, then consider a BMW. Make sure to find a dealer that you like and are comfortable with. I did and I don't regret it. They will have a lot of experience and knowledge they can share with you to save you a lot of aggravation. Ride the different models and see for yourself how they perform and feel. I think you will find they are a pretty good value. Most of the time the old saying is true -- you get what you pay for. I believe that's true for the BMW motorcycles.

You may think this sounds like one long commercial for BMW bikes, but it's not. I'm just sharing my experience in order to help you make an informed decision when you decide to purchase your next bike. There are a lot of choices out there. After many years of riding I have chosen BMW's for my rides. I only wish I had done it sooner. Happy Riding!

yamaha motorcycle Super Tenere

Yamaha 1200ZZ Super Tenere

Fuel economy is where you would expect for a big adventure bike, it seems to easily get 16 to 17 KPL in serious dirt situations and if ridden on highways for fuel economy I believe 19 to 23 KPL is very achievable, the km per litre read-out on the dashboard does often get into the 24 km plus per litre readings, but I have never followed through for long enough to get the best out of it. I'm sure in the hands of a really sensible and patient rider the bike would be capable of awesome KPL readings.

The bike was a bit of a surprise package because even though it is in the BMW 1200GS class, it still felt surprisingly light and nimble to throw around in reasonably tight off-road situations, this is obviously because Yamaha have put a lot of thought into having a low centre of gravity.

On our long-term demo XT1200, all we have done to improve the ergonomics is to remove the foot peg rubbers which unveals an absolutely top quality set of off-road foot pegs that are not only strong but wide and comfortable to stand on all day. As the writer is over 6 feet tall, we turned the handlebars forward just a little more and put the seat in the higher position.

If I was running adventure riding training schools, then I would be doing demonstrations by applying the rear brake to back it in and then powering it out, and I could not do that with the ABS brakes. I think Yamaha have nailed this bike fairly nicely, but they really should of fitted an ABS on/off switch.

I previously mentioned a set of heavier springs when talking about the bash plate, well the next modification we will be doing to this bike is definitely to fit heavier suspension springs front and rear, there is a slight lack of dampening adjustment on the suspension, but I feel with a reoil and the correct springs for the weight of the bike, it would make a large difference in more serious conditions with capable riders, and would help keep the belly of the bike off the rocks. Of course, you could always go to the next step and fit a high-quality shock absorber and do some serious re-valving mods to the front end, but if you want to keep costs down and still have a good ride, some simple really affordable suspension modifications will be fine, and that is what we will be doing for our next major adventure ride on the bike.

The pillion seat is well designed and if you want to carry additional luggage across the top of your saddlebags or pannier boxes, you can remove the seat and make it an integral part of your luggage carrying system, not that I recommend overloading any adventure bike too much. A back pack, saddlebags and tank bag with a swag on the carrier is as far as the loading should go, if you can't fit it in those items, don't take it. Leave room on the seat to be able to stand up, move around and control the bike.

My personal preference is with saddlebags as they are soft and fairly narrow and traditionally mount further forward, which gives better weight distribution. They are also easier on the body if you happen to end up lying underneath them. The genuine Yamaha panniers do work well, they are easy to remove, and if you like big box panniers, don't detract from the looks of the bike too much. I have used the genuine Yamaha panniers and they are a quality piece of gear, easy to get on off and a good size. For the record you can actually fit 30 stubbies in the right hand pannier!

We fitted the standard steel pipe engine guard, and this works exceptionally well, it definitely helps protect the engine cases plus everything above the cases behind the fairing side covers to a certain extent. As bike lift tests have shown if the bike is on its side, these engine cases actually make it easier to pick up as the bike seems to pivot on them.

The Yamaha headlight protector was also fitted. The genuine Yamaha tank bag uses magnets as well as strap system which does seem to work quite well, it's easy to get into the fuel cap, it does need stabilising a little bit if you've got a lot of gear in it on a really rough mongrel track.

For the winter months and the southern states, the bike would definitely benefit from a set of grip warmers, so if we keep it long enough a good set of Oxford grip warmers will be fitted, of course, for a little more money Yamaha supply a quality set of genuine grip warmers.

The servicing schedule on this bike is a motorcycle riders dream, oil changes and minor services are recommended every 10,000 km, this comprises mainly of checking all bolt tensions and control adjustments are within limits.

To sum the XT 1200 Super Tenere up, it ain't no KTM 990 Adventure but that is not it's class, but if youare after a bike that fits into the BMW1200GS category, the Yamaha more than fills the bill, and at a retail price that you could fully set it up with accessories including GPS and more and still be under the price of a BMW, and the really great thing about the XT1200 Super Tenere is that being a Yamaha it will be super reliable, as it has an already solid as a rock proven motor.

Sport Bike Equipment tips

Sport bike racing is an adrenaline-pumping activity. Flying down the track, weaving in and out of other racers, watching the track turn to a blur is a real rush. Another aspect of riding fast is it isn't just exciting, it's also dangerous. Racers protect themselves with the right equipment for the job. You need the best equipment to protect yourself from the road and to protect your bike during maintenance. Some essentials include a well-made helmet, protective boots, gloves, and armor, and well-made shop equipment like a bike stand to support your bike.

Motorcycle racing can get expensive fast. You need protective gear for safe riding. Even for non-racing, street riding many countries have made wearing of personal protective equipment the law. Protective clothing includes jackets, gloves, boots, and pants. Many of these items are typically made of nylon, leather, and even Kevlar. Kevlar is an expensive material but can prevent things from piercing into you if you fall on it hard, such as when you fall off your bike and land on a sharp object. You can see that the cost of riding can escalate quickly.

Racing jackets combine style, comfort, and protecting. Most of these jackets have armor in the shoulder and elbow area. Some have armor in the back and other high impact areas. Brands that are popular with motorcyclists include First Gear, Icon, Moose, Shift, Alpinestars, and Joe Rocket. All the aforementioned companies offer jackets made up of textiles or leather, in different sizes and types.

Motorcycle boots have motorcycle specific features such as air flow enhancements and reinforcements on the shifting foot. Many of them provide extra protection not found in ordinary boots. Popular bands include Alpinestars, Sidi, ICON, Puma, TCX, and AXO.

You'll need gear designed for use during cold weather or warm weather, depending on when you race. Cold-weather gear could be uncomfortable and much too warm if you race in it during the summer. It's bad enough that the wrong gear could be uncomfortable and affect your performance, but it could also make racing less safe.

Sometimes overlooked in the motorcycle safety area is the equipment used to work on a bike. Many accidents actually happen in the shop while performing maintenance. There are plenty of statistics showing heavy bikes falling over and causing injury. Your motorcycle is heavy, and if the motorcycle stand fails your bike will fall and possibly land on some part of your body. I suggest you look into a well-made, heavy-duty stand.

Inspect your equipment often and always make sure it's in good working condition. If something you are wearing is involved in a crash, make sure to doublecheck it's in working order. Having your body armor plat slip at just the wrong time can be devastating, painful, and possibly deadly.

Motorcycle riding and racing is a blast. You need to do it responsibly; make sure you know what you are doing, get training, and practice safe racing. Research and own the right equipment to keep you and other racers safe on the track.

Honda Oree Electric Motorcycle Concepts

A design project by German college students Nike Albertus and Andre Look, the Honda Oree is a electric motorcycle concept model debuting at the 2008 INTERMOT Bike Show.

Wandering the 1057 booths at the 2008 INTERMOT Bike Show in Cologne, Germany, one of Motorcycle USA’s favorite exhibits was the Innovation Café. Featuring alternative two-wheeled designs, electric motorcycles and scooters were prominent. Yet there was one electric design that stood out in our minds, the Honda Oree. 

A naked street bike concept, the diminutive scale model size of the Oree doesn’t diminish its big ideas. The creation of two German design college students, Nike Albertus and Andre Look, the intention of the Oree “was to create a concept bike for dynamic road riding.” 

Creating the model only days before the INTERMOT show, Albertus and Look sourced their interest in motorcycles and honed their talent at the Academy of Art and Design in Offenbach am Main. 

The Oree concept is powered by an electric motor with battery packs mounted on the circular exterior.

“One of our first fundamentals was to create a concept bike which is made by riders for riders,” explains Look, “with the ambition of innovation and also the idea of making the technique and the concept work.” 

The minimalist design is fashioned around an electric motor, with radial battery packs placed around the circular edge of the powerplant – including the recharge plug. Citing the performance benefits of an electric motor, including high torque at low revs and quick acceleration, Look notes his design also does without a CVT gearbox or clutch. Instead power is transmitted directly via belt drive. 

The ambitious student design anticipates a motor producing 90-plus horsepower, 125 lb-ft of torque and top speed near 120 mph. Weight would be in the range of 290-375 lbs with a range of between 80-190 miles, depending on the number of batteries used. Of course, this is all speculative, as no such batteries or motor now exists (remember it’s a design college project!). 

“The main point of our design was to let the rider feel the action happening in and around the motorcycle,” says Look on the unique lines of the Oree. 

Albertus and Look wanted the rider to see the suspension working, so the rear shock is visible though the frame in front of the seat.

Claiming inspiration from popular European naked bikes like the Kawasaki ER-6, the bare styling of the Oree sports a less-is-more gestalt (that’s German for design). Odd-shaped hand controls include hanging mirrors. A circular control display is located in a more conventional position, above the fork – the front houses the headlight assembly. Taillights are tucked under the scant seat. 

Chassis design features a single pivot point around the motor for the single-sided swingarm and final drive. Looking down in their stance, a rider will see the shock in action, as it’s placed between the frame’s backbone spars. 

“The major aspect of the suspension is to expose functions and attitude – in standstill for every viewer and also while riding,” explains Look. “At first the direct effects of the road can be recognized through the fork and swingarm movement - further the motion of the suspension shocks between the frame halves can be realized.” 

Not an official Honda development, Look assures the two students “requested Honda R&D to backup our knowledge of motorcycles with their professional experience.” 

Readers may remember the big Honda news at the 2008 INTERMOT Bike Show in Cologne was the unveiling of its V-Four concept bike. More akin to a sculpture than a functional ride, the wild-looking V-Four concept got top billing. Sure, the Oree is a scale model, but it looks like a more finished product and in pure creativity, the college kids may have bested Big Red at INTERMOT. 

It will most likely never move beyond miniature model stage, but the Oree is still a design with big ideas.

The Oree was met with enthusiasm in the Innovation Café. “The response at the Intermot Cologne was stunning,” confirms Look, “even a lot of Ducati riders were zealous about the look of the bike and the idea behind it.” 

As for the Oree’s non-scale-model future? 

Although Honda CEO Takeo Fukui did announce the manufacturer plans to introduce an electric design in about two year’s time, don’t expect to see the Oree at your Honda dealership anytime soon. For now it remains an independent creative experiment, with Look saying, “how the project will continue is currently still open.” 

honda motorcycles 2013

History of Honda Motorcycle Success

The year 2013has started off as a financial success for the Honda Motor Company who has seen profits with a net income of just over 72 billion Yen in Q1 of January-March. Honda were hit by the recession hard back in 2009 when in the same period, they saw a loss of nearly 179 billion Yen but are celebrating the improved situation this year.

Honda Motor Company was originally set up in the late 1940's by Japanese entrepreneur Soichiro Honda who aimed to produce a cheap method of transport for those after the Second World War. The company found a niche in the production of Motorcycles and release the 'C' model which was considered a success. This led to the production of what was later known as the 'Dream D' model which was an inexpensive bike with three horsepower and two-speed transmission. Honda then continued on his journey to produce a vast array of machines and Honda motorcycle parts which resulted in the eventual trust of the consumer and financial success.

Having moved on significantly both in technological advances and history, Honda have celebrated great success this year. This is due to many factors including a great increase in the operations of Asia which increased by 28.2%. This is due to both increased numbers of motorcycles and automobiles sold, as well as the changes in currency translations.

For the last financial year ending 31st March 2010, Honda released figures of a 95.9% increase in net income and the company's revenue for this year amounted to 8.57 trillion Yen. This was still a decrease compared to that of the fiscal year 2008-2009, but still shows good recovery. The company are now expecting a net income of 340 billion Yen for the next financial year 2010-2011, with projected sales of 9.34 trillion Yen. The company's motorcycle sector showed sales of 2.6 million units for the January-March period which is an increase in 30% compared to that of last year.

Honda are hoping to continue this success in order to reach their projected targets for 2011 and are set to make great profits next year. This reflects how the company has worked to gain even more market share within the automobile and motorcycle industry. With their range of high quality Honda motorcycles released this year as well as Honda motorcycle spares and accessories, they are looking to increase this share even further and remain one of the biggest motorcycle manufacturers the World has even seen.

In order to purchase any of the Honda products, you will need to head to one of the many local Honda motorbike dealers who will stock a wide range to choose from.

About Honda of Bournemouth: Located on the outskirts of Poole, Honda of Bournemouth offers everything you'd expect from Honda motorbike dealers. As well as Honda motorcycles and Honda motorcycle parts, we also sell top quality 

motorcycle tires

michelin

Bridgestone Battlax BT-023

DUNLOP

 

 

Harley-Davidson 2013

Harley-Davidson needs your help. The Motor Company will light 110 birthday candles next year and only a collective breath from its supporters will extinguish them all. Whether you purchase a limited-production anniversary model or a Hard Candy custom, partake in one of the various 110th celebration events, go for a ride with an Authorized Tour, or even fly to Rome to have your bike blessed by the Pope, there’s no lack of furor and it begins this month.
We recently spent five days with Harley-Davidson riding a legion of 2013 models from Bellingham, Washington to Whistler, BC, Canada sampling Dynas, Softails and Tourers along the route. And, oh, what a route it was! East from the coast across the Cascades, north through the Okanogan National Forest, into Canada, then west climbing the Canadian Cascades. The excursion was a truncated sample of Harley’s newest Authorized Tour of the Pacific Northwest.

From anti-chrome Dark Customs to sparkly bright metal-flake Hard Candy Customs, Harley-Davidson’s 2013 model line-up has a color option for everyone.

Why such an exhaustive trip for a press intro featuring nothing more than a warmed-over Street Bob? Because Harley’s anniversary emphasis is as much about riding as it is about the bikes we rode upon. But just because Harley’s 2013 line-up doesn’t include a new model (it does in CVO form, see the Softail Breakout here), let’s not dismiss the importance of the revised Bob, the limited-edition anniversary models, or the Hard Candy customs.
2013 Street Bob

Twenty-thirteen Chrome Yellow Deluxe Street Bob with optional pullback handlebars, chrome lace wheels and black and chrome 103 engine.

At $12,999 the Street Bob, in Vivid Black, is the most affordable Big Twin in Harley’s 2013 model lineup. What makes the Street Bob so reasonable is its stripped-down, no-frills construction – the perfect platform for customization which Harley recognized and therefore expanded its factory custom options in the company’s H-D1 Factory Customization program. Increased choices among paint options, wheels, foot controls, seats, handlebars and black or chrome 103 engines have been added to the Street Bob’s selections.
Building your own Street Bob at the H-D Bike Builder website saves time and money while creating a more personalized motorcycle. Harley brought a variety of Street Bob renditions along on our tour of the Pacific Northwest, and it took no time for me to realize that I not only preferred the optional forward controls over the stock mid-mount ones, I shunned any further rides on Street Bobs with mid-mounts after my first outing on one, as it’s too confining for a person of six-foot stature. I much preferred the combination of forward controls and drag bars, both of which are available as factory installed options for a $360 increase in MSRP.

Lucky Green Flake Street Bob with optional drag handlebars, forward controls, five spoke black wheels, two-up seat and black 103 engine.

The 2013 Street Bob also enjoys a stylistic makeover including the following changes:

• Round air cleaner cover with nostalgic Bar and Shield logo
• Blacked out triple clamps, powertrain, and battery box cover
• Full-length wrinkle-black cast console with integrated ignition switch
• Chopped rear fender with side-mounted license plate and stop/turn/tail lights
• Rubber isolated handlebar risers with forged top clamp

New paint options include a scalloped two-tone option or choose from three “Big Flake” options from Harley’s new Hard Candy Custom colors.

2013 Harley-Davidson FXSB

With a long, low stance and styling that puts the emphasis on its major components, the new Harley-Davison FXSB Breakout is a no-nonsense power cruiser that embodies the spirit of motorcycling while eschewing the trappings of trendiness.
The new Softail manages this feat by keeping it simple, stupid. The subtle styling touches keep the focus on its parts – a sign that the days of highly stylized bikes like the Cross Bones are rapidly receding in the Motor Company’s rear view mirror.
If the Breakout sounds familiar, it should; it’s the brooding younger brother of last year’s CVO Breakout. But while that $26,499 bike is awash in chrome and sparkle, the production model, in dealerships in April, is a stripped-down, no-BS version that should garner a far wider audience – thanks mostly to its $17,899 price tag.
For the first time, Harley has followed one of its CVO motorcycles with a mass-produced version that aims for a wider demographic. This was not an afterthought; these bikes were developed simultaneously, with the limited-production CVO serving as a tasty hors d’oeuvre to the meat-and-potatoes meal served here.

Make no mistake: the Breakout is a bona fide knockout. But it achieves its appeal through poise and confidence rather than flash and dash. The front controls combine with a reach to the handlebar to put the rider in a broad-shouldered, four-point stance. Dual staggered mufflers give the motor a mean growl instead of an obnoxious bark. The 35-degree rake and 5.7 inches of trail contribute to the long, low-slung look, and the wide 49mm fork allows the 130mm front tire to put a bold foot forward.
The Breakout’s identity is anchored by its use of gloss black on chrome; it’s an expertly applied scheme that keeps the bike from looking like just a stripped-down Softail. The gloss black adorns the frame and swingarm, headlight bucket, exhaust shields, oil tank, rotors, handlebar, and fork lowers, and it plays off the chrome on the upper fork, air cleaner, fender struts, head covers and pipes to draw the eye toward the Breakout’s major components: its engine and wheels. The doughty look is complemented by a demure handlebar-mounted speedo (with digital trip- and dual odos, range-to-empty counter and clock) and unadorned dash.

The clipped rear fender is positioned close to the tire, so there’s no light shining through between the rubber and the metal – a style crime that detracts from the fat tire profile on so many other low-pro choppers. The passenger pillion features tool-less removal that exposes no bolt holes.
In the saddle, the Breakout’s 24.7-inch seat height should be more than accessible enough for any rider to plant his or her feet at a stop. The forward controls are large and intuitive. The stretch to the drag bar, however, is not insignificant, and the effect is compounded by the widespread placement of the grips. On our ride around the Florida countryside, the vast reach seemed incongruous to the bike’s handling – but then, Florida’s notoriously straight and flat roads rarely require a rider to use much leverage. Still, this could become a comfort issue over the long haul, particularly for short-armed motorcyclists.
The posture is interactive, though, and when the Breakout pulls strongly from a stop, the rider is prepared. Power is smooth and generous, rider feedback is liberal, and the Breakout’s plush suspension keeps the bumps on the pavement where they belong.
The Twin Cam 103B engine is as ardent as you’d expect from Harley’s stalwart powerplant. Pushing 95.5 ft.-lb. of crankshaft-rated torque, it combines with a six-speed tranny to deliver performance on par with any of Harley’s current production Softails. Whether tearing down the highway or cruising the boulevard, the Breakout delivers.
With assured grace and steadfast confidence – and an MSRP lurking at or near the bottom of the range – the new FXSB Breakout surely stands as one of the Softail line’s coolest customers. As with all new Harley-Davidsons, a two-year warranty with unlimited mileage is standard, and Smart Security and anti-lock brakes are optional.

any ducaty motorcycle

 

Ducati 119

DUCATI S2

 

Motorcycle Trends

Motorcycle Trends

Created by designers Bernhard Ranner, Anders August Kittilsen and Rudolf Stefanich, they are marketing their concept motorbike ZEVS as the electric motorcycle design for "real men."

The motorcycle design includes a futuristic look that does give a hint of choppers and Harley's, although the sound (or lack of it) has always been a problem for electric motorcycles hitting the market.

I do like the futuristic look of the bike, which when it comes to motorcycles making headway in the market, design is one of the key factors in successfully introducing them at a profit.

With cool electric motorcycle designs like the ZEVS, we should see more acceptance of them as people gradually embrace electric as one means of transportation.

Motorcycle Trends

Piaggio Vespa LX125 Test Ride

Piaggio Vespa LX125 – Click above for high resolution picture gallery

Bike tested: 2012 Piaggio Vespa LX125
Price OTR Mumbai: Rs. 78,299/-
Piaggio’s latest product in India needs no introduction. After all, it’s called the Vespa. The iconic Vespa has come back to India, for the third time but this time in the hands of the parent company, Piaggio. The scooter market is growing and all the other scooter manufacturers are refreshing their scooter portfolio to deal with this opportunity. We try to find out if Piaggio’s Vespa has what it takes to fight this competition, in terms of offering a good package. So wear your purple pants, blood red t-shirts, bright shoes, style your hair, order pasta and listen to some opera before you start reading this.

Styling – The Italians are obsessed with styling and they leave no stone unturned when it comes to automobiles as well. The Piaggio Vespa looks fantastic with an overall retro look and the clean timeless design, unlike the busy design seen on most Japanese counterparts. The key styling elements include the round shaped headlight, round rear view mirrors, compact looking rear, swooping body lines and the bulge at the side which goes all the way to the rear. This bulge joins the indicators and the side body with the Vespa monogram and reflector, which are perfectly placed.

Generous use of chrome is seen everywhere whether its the head light, the tail light, the grab bar or the heat shield. The end of the handle grip and the front mudguard also has a chrome garnish with the Vespa emblem embossed on it. This was there in previous generations of the Vespa as well. The silver finish brake levers add glitter to the styling package. The design of the alloy wheels is a relief; while most scooters have blunt design (TVS Wego aside), the alloys here have a triangular shape which seamlessly flows with the overall design.

Instrument Cluster and Switch Gear – All though, the whole design is retro, the speedometer has a modern touch to it, which is thanks to the carbon-finish background with the speedometer placed in the middle. The fonts and the layout are simplistic yet stylish. The dials are marked all the way to 120 km/h which for a scooter is strange. With Vespa and Piaggio emblem accompanying the dials, there is a digital clock on the speedometer and buttons to adjust the time. This clock is always on, even when you turn off the scooter, which doesn’t make sense. The dials glow up when using parking light or the main headlight. There is the usual solitary indicator for left and right and high beam. Illuminated switch gear is sorely missed at this price point.

Ergonomics – The seating position is upright and you sit noticeably higher than any other scooter but there are no issues of feet not reaching the ground. Sitting position is not comfortable at first, but you will get used to the position. The seat is flat and the pillion part is not elevated. It is very soft and comfortable for long journeys. Switch gear falls into the hand perfectly but it is bit different to operate. While most other scooters have switch that ‘slides’ to operate, the switchgear on the Vespa needs to be clicked.

The rear view mirrors do a fantastic job and provide a clear view of what is behind despite being designed with ‘form over function mantra’. Even big sized people will have no complains. Side stand is hard to deploy and it won’t go back with one touch. A feature, in fact a necessity (for elderly) sorely missed. Foot rest for the pillion is placed very far from the seating position and there is no place for female pillion to rest their feet while sitting sideways. A powerful horn for a scooter is a welcome thought and huge under-seat storage is best in class. Glove box has decent space and opens when the key is pushed.

Performance and Gearbox – Start the 125cc motor and it comes to life with unprecedented vibrations. RVM’s, and other parts vigorously vibrate until you reach 25 km/h. Performance of the Vespa LX125 is as good as it looks, splendid! The 125cc engine producing 10 PS of power at 7500 RPM and a juicy torque of 10.6 Nm coming from 3-valve, 4-stroke motor makes it a stonker of an engine. Low end torque is good and 0 to 40 km/h is dealt at decent pace. But after 45 km/h, the 3-valve engine is at its best. The Vespa pulls very strongly and the acceleration is on par with the bikes of the same category.

Mid range is astonishing, 60 to 80 km/h is dealt in a matter of seconds and it pulls all the way to the magic number ’100′ on the speedometer. This is a genuine 100 km/h+ scooter which will munch miles with ease thanks to the 8.5-litre fuel tank. It will also give you a smile when you refill the tank because this is the most fuel–efficient scooter we have ever tested. When driven sanely, it will return figures of 45 km/l which is quite frankly very efficient for what performance this motors offers. Cruising in this scooter is effortless with very little wind blast even at high speeds. The throttle has no feel while cruising which makes it effortless to drive through long journeys.

Ride, Handling and Braking – Ride quality of the Piaggio Vespa is very plush, it absorbs the biggest pot holes and craters to our imperfect roads without any fuss. No matter how the road surface is, you won’t be thrown away nor will your bones hurt. While the ride quality is so good, the handling is not so good. The chassis is stiff but the soft suspension setup, the single sided front suspension and the puny 90 x 100 x 10 tyres don’t make it a ‘sporty handling scooter’.

The Vespa LX125 is very nimble in the city and has a short u-turn radius. The scooter doesn’t like high speed maneuvering or taking sweepers at high speeds because tires loose grip quickly. High speed stability would have been better if the tires were a bit wider. The Vespa is best when driven sedately. Brakes are good from a commuter’s point of view, while enthusiast will ask for more because of the kind of performance this scooter offers.

Miscellaneous – In-spite of the high price tag, cost cutting is seen on various areas. The Vespa has cheap plastics, inconsistent panel gaps all over, over-sized gasket seen from the outside of the gearbox, cheap side stand, absence of one shot spring loaded action, exposed bolt at one side at the front, missing front telescopic suspension, missing front disc brakes, no side step for female pillions, sore placement of lock which opens the storage, mediocre brakes, high price for accessories to name a few. Vespa emboss is seen at many places like grip cover and front suspension cover. Monograms are present at the front and the side body and a small logo appears on the chrome garnish at the front mudguard.

Conclusion – The third coming of the Vespa scooter in India is a very promising one. The scooter does have its drawbacks but offers many things which no other scooter does. The strong performance, stylish looks and Vespa name are enough to lure buyers to get the LX125. Even though the quality is not the best and the price is on the higher side, the Vespa is the cheapest means of head turning transportation in India currently. There is no denying then, the Vespa does a brilliant job as a life style product.

Safety On A Harley Davidson Trike

Motorcycles are exciting. There’s a reason that so many people love them, and it certainly isn’t their preservation of your favorite hair style. But exciting things can be dangerous, and motorcycles are no exception. It’s important to observe some safety measures, in order to give you the best chance of avoiding an accident. Safety on a Harley Davidson trike is just as paramount as on any other motorcycle.
While trikes share many of the same risks as their two-wheeled relatives, they do have a few safety advantages. The third wheel makes the whole machine more stable and less likely to fall over on its rider, or slide into a danger zone. Trikes are also great for people who can’t physically hold up a stopped two-wheeler at a light or sign.
Trikes come as pre-made machines bought from dealers, or as kits that turn your existing motorcycle into a trike. Some people have also made their own trikes. Be careful if you choose to do it yourself, either with or without a kit, that everything is in order for a safe ride. Generally, it’s better to choose a licensed and experienced mechanic to do it for you. Choose a reputable dealership or mechanic to put it on for you.
Give yourself a chance to make the adjustment from motorcycle to trike safely. There are some differences between the two, and you’ll need to get used to them before you’re as proficient on your trike as you were on your bike. Make sure that you put your trike in park when you leave it standing, or it might run away. And be sure to practice your steering carefully, so that you don’t accidentally swerve into traffic.
How safe your particular choice of a trike is, is something to consider. Certain models are safer than others, just like in cars and motorcycles, and knowing ahead of time what you’re getting can ensure you choose the safest option. The small amount of time it takes to do this research is worth taking.
Keep your trike up to date on its regular maintenance. Maintenance is one of the key pieces of motorcycle, automotive and trike safety, and neglecting it can get you into a dangerous situation. Try not to miss any service appointments, and have them check the belts and engine on a regular basis. Keep the pressure in your tires at an appropriate level, and check them often. Make sure that your mirrors are adjusted before you drive off.
Buy a new helmet if your helmet is old. Older helmets are not as effective at providing protection as the newer models with newer materials in them. And if any of your safety gear, but especially a helmet, has been in an accident, replace it immediately.
The best clothing for riding a motorcycle trike is something that can protect you from road rash. Leather is popular. Road rash might seem like a trivial concern, but it can be serious, depending on how much of your body it covers. Remember that safety on a Harley Davidson trike is not optional, and you won’t regret it.

Always wear an appropriate motorcycle every time you go anywhere on your Harley Davidson trike, whether you are on an organized Harley Davidson rally or just heading to the local supermarket. Remember that safety must always be in your mind.