2011 Aprilia RSV4 Factory APRC SE Review

Aprilia, offering the technology in April to a mainstream audience, is a recipe to break all the stands in his way in 2011. Aprilia attitude must love the courage to fail.

It takes courage to wear a motorcycle as a bicycle RS3 Cube MotoGP riding by wire as the first manufacturer to do so in MotoGP. He failed Aprilia GP packed her ambitions, restarted their computer and come back stronger than ever in World Superbike with RSV4 Factory and Max Biaggi.

Aprilia developed a three-cylinder cube from scratch and then discarded. Then he went to the construction of a new V-Twin engine, cast, and finally opted for a V-4. He built the V-4 from scratch at home and launched as soon as he could, with complications, but at the same time, with victories in the race. Finally, in 2010, Aprilia won the World Superbike Championship with Biaggi.

After looking at this bike before the design stage to reality, I'm happy to be able to praise without reservation.

The TAP RSV4 Factory can be called a virtuoso in the field of motorcycle technology. A handset (but competition) efforts Aprilia, BMW and Ducati have the bloody nose, the Japanese seriously in recent years. Aprilia and Ducati have on the world circuit and BMW Superbike on the cards.

Now let me tell you how this bike is good. Kneeling Aprilia technicians first eight of us crammed level of traction control. I thought, "how boring they are ruining my fun that way!" However, they were right and I was wrong was the perfect way for me to get closer corners of Jerez in first gear, throttle and traction control allow to automate my curves.

Without traction control such behavior on your warm lap would end in tears guaranteed. After that, I simply used Mana (absolutely no reference to anything on the bike I promise) change gears using the button less than achieving lower levels of traction control or the + button to go back. A rider switch left index finger and touch your left thumb under the More button, which is intuitive, while on the go.

There is no sound or chugging or anything, when the traction control kicks in. I felt when my rear tire slipped, but a trusted ATC immediately. Amount of rear wheel spin-allowed, predetermined, depending on the level you choose CT. I worked my way to the end of a level, but I did the whole session, using the level of four, which is well suited to me.

Each of us had five sessions of cycling the first of which was to test the traction control alone, the second session to test the traction control on the wheels, the third time to test the Launch Control and the last two sessions are free to explore. It 's almost two full hours of hard diluted adrenaline pumping action.

Aprilia tone control is very sophisticated and not only to stop horses that occurs between a slow corners, but he knows how to make the soft earth and how to avoid disturbing manipulation. Do not tell me it is not very smart! The physical appearance of trying to stop a horse in the race is huge. The riders have to use upper body like forcing athletes weight forward while accelerating and supporting the G-forces and wind resistance. Aprilia with AWC to ensure that the physical aspect, which allows the pilot to concentrate on fixing the throttle.

AWC has three levels to choose from, which I doubt, in a single race. Some of lifting the front wheel is always permitted, provided that the rolls are not too high, you can still have a maximum acceleration levels. What is really good this year racer point of view is to keep the front down really fast between changes of direction in the low gears, at the same time keep the throttle open. Small rolls are then accepted at the time of the PIN and turn the wheel more than one side to another, landing just in time to lead the next queue. And be careful not to fall into this grace in front of more than a steering damper may be girometro handle.There 's magic involved in this, not only the sensors between the two wheels.

How does it work? Two gyro and two accelerometers are available for all ECU data, it may be necessary for different systems. All of a motorcycle can do, if it is vertically or horizontally, the ECU is ready. So when we stupid people doing something wrong with the throttle in the wrong place, the system prevents us from ourselves. With horse-by-wire ECU knows the throttle position and is based on predetermined algorithms, based on a number of conditions (you choose the computer is running at this level).

The couple's joy and misery of the bike. Too little boring and slow, while too much in the wrong place can be dangerous. Aprilia has almost 100% of the torque control system with SAD. The instrumentation is bipolar with a career mode and highway mode. In career mode there is no indication of speed and space is used to display a variety of information related to the place APR.

Launch Control was another first for me (and wheelie control), and one that is very difficult to obtain for the first time. He has no reason to Launch Control Racers practice, even if they did a thousand times. Of course, all you have to do is hold the throttle wide open and release the clutch. But you still have to modulate the valve and allows for three levels of Aprilia, how aggressively you can start. Level can put you wheelie a lot of problems, or if the clutch is released too quickly.

Training makes perfect, but my three races was a disappointment that I was a little too careful with the clutch pedal. Aprilia has been careful to inform you that the clutch was in need of serious cooling after every shot attempt, so we made a full turn between each launch. Imagine slowly tortured to 180 wild horses are released at once. This feature is not for road use, since you have to go 100 mph and second gear before the system is zero. And while in the execution mode traction control does not work.

The rapid Aprilia shifter allows you to change the clutch less while maintaining a wide open throttle. I think we'll start to see this model here. Each operation was braking and downshifting can in principle be done with full throttle!

For the factory Aprilia APRC said the near spaced six-speed transmission for better acceleration, more speed shifter makes it a formidable linearly dragster.

Pirelli Diablo tires Supercorsa 120/70-ZR17 200/55-ZR17 SP size and developed in the FIM Superstock 2010 championship. The main advantage with the 200 rear tire ultra large section is excellent cornering grip. The contact area is wider than ever and offers excellent levels of grip 180 horses want to destroy. The tires are approved for speeds up to 198 kilometers per hour.

Rubber able to cope with more heat and allows for a very long line up in turn four blacks at Jerez. The only thing that will give you more grip is a complete set of slick tires. Wait RSV4 Factory APRC SE features traction control, and self-adapts to the size of the ring is new and different adapt to a different final drive ratio. There is a professional high-end models for racing teams in the world, less developed than the road bike electronic RSV4 Factory APRC SE.

Suspension is fully adjustable from a top-spec items including Öhlins steering damper. RSV4 Factory receives a small but heavy feel that speaks of quality sleep. Öhlins shock and is soft enough to feel in slow corners and hard enough for ultra-fast corners.

The brakes are Brembo monoblock radial-known type, which stops at 395 pounds (claimed dry weight), and great authority. The only way to improve these elements still need to pay about 15,000 euros or so elements of his Superbike Max Biaggi. The frame is fully adjustable, as expected, and agile than the 250GP rider.

The State 999.6cc V-4 motor function of the art, such as controlling the throttle body independently. Maximum power is 180 hp at 12,250 rpm still at 10,000 rpm and 115Nm, but the delivery of torque and better acceleration in the three gears. The new exhaust system also improves power delivery.

These changes RSV4 Factory to shoot a missile over the corners. Only a Ducati 1198 to compete with the exit angle of the war. The engine feels and sounds good, and a power plant there is little vibration. Mechanical friction to help stop the bike quickly, and only on two occasions during my day ends I did not hear any chatter when braking hard.

RSV4 Factory APRC SE can be visually distinct labels, especially in the lower fairing and the Tricolore. They are, find out about a new exhaust pipe, and that the 200 mm rear tire, too.

If the APR Special Edition (only 350 produced) proves to be a (inevitable!) technology for success will be directed down to the first R and RSV4 Factory RSV4. APR also expect the system to drop down the road for other products in which the Aprilia Dorsoduro 1200 was the first out.

Conclusion

Only two things Aprilia RSV4 Factory SAD can not be done, and those who fly and automatically tweets your legs. It is difficult to make sense of this bike on paper, but is actually riding and the number of features in the circuit only for the time they say he's a genius mechanics and technique.

Most Aprilia internal solutions are patented and can not be easily copied. For this reason, those who want to go to this little gem of superbike need to work very hard to catch up. Do horses spectacular numbers in 2011 as the Aprilia RSV4 Factory APRC SE will beat all hands down. Yes, it's so good.

2012 Yamaha Super Tenere Review

Great Yamaha has its own off-road heritage. Having a cylinder (not great) enduro began in 1983. The Ténéré was great in 1989 when the twin XTZ750 makes its debut on the European market, and went on to win the grueling Paris / Dakar six times. Hence the name (eg ten-EH-ray) Ténéré region of the Sahara desert covering the demonstration in P / D.

This new Super Ténéré was introduced in Europe earlier this year, Yamaha has recently announced that it would come to America as a 2012 model. If the 750cc parallel twin was a Super Ténéré XTZ, this new model may well be called Super Duper Ténéré, as it has a 450cc displacement advantage.

 

The category two objectives, although only 6% of the total U.S. market has grown steadily since 2005, mainly in the 651cc segment and-up, which began in BMW R1200GS. The new Super-10 will have a slice of this lucrative pie.

And after hitting Traile big Yamaha on the roads and deserts of Arizona for a couple of days, we found the Ténéré to be a good match for the dominant GS.

The main features of the Super-10 is the ratio of functions per dollar. His U.S. $ 13 900 has a base MSRP of traction control, antilock brakes, dual-mode mapping ride-by-wire, radio tubeless wheels and hand guards. In comparison, the basic version of the BMW rarely sold $ 14 950 but less without ABS or traction control or hand guards. BMW Option "standard package" includes ABS, hand guards and the onboard computer, but sells for $ 16 935. Spoke wheels are an upgrade for $ 500, and traction control is another $ 400.

 

Although it is unlikely that OEM build a horizontally opposed boxer-twin engine as the BMW, Yamaha has created a separate fax, but reasonable. His twin is estimated at 108.5 crank horsepower, almost identical to the 110 horses claimed by the SG.

However, the arrangement of the inline-Twin Ténéré stands. It uses a slightly smaller diameter (98 mm versus 101 mm) and a longer stroke to yield 1199cc (1170cc 1200GS is a real movement). It uses a 270 degree offset crankshaft, which has two cylinders firing at 270 degrees, after a cylinder, and again the cylinder 1 450 degrees cooking later. This irregular firing order is said to improve the adhesion of a tire on a slippery road and also the added benefit of creating an exhaust note similar to that of a V-Twin.

This uneven firing order creates a lot of vibrations, so the engine of the Tenere is equipped with two outriggers to fix things. The balance shaft on the front of the bottle doubles as a pump drive water. A dry-sump oil system helps the engine is mounted as low as possible so it can be placed optimally in the steel frame. A radiator side mount allows the engine to be placed further forward, resulting in 50.5% of the weight of the bike to be on the front wheel.

 

The air is mixed with the fuel inside the throttle body 46 mm with injectors 12 holes, shooting inside the heads of two-pin cylinder and OS. Throttle Ride-by-wire system allows the traction control that has two parameters, and can also be disabled. You can also change the cards from one scenario to a Sport Touring Mode softest and aggressive through a button on the right equipment.

The ears are greeted with a nice big deep voice silencer hidden along the left side of the wheel. The warning is similar to a 90-degree V-twin, but the nuances of cross-R1 to a four-cylinder and the thuds.

"The ears are greeted with a nice deep exhaust noise ..."

Four positions of the clutch requires a moderate effort to pull the switch to connect the burly pack consists of 9 friction discs. Move operation is pleasantly light and positive, and transfers the power through the rear wheel axle hypoid gear set to the rear wheel. Stronger design enables smaller than the hypoid bevel agree that Yamaha says is 10% cleaner. E ', however, the price paid is a hypoid available - driving complaint, which is particularly evident around 60 mph.

A cast aluminum swingarm operates a hydraulic damper adjustable spring preload and rebound, and GS. As the adjustment requires no tools. Like all bikes drive shaft, kicking the rear suspension back on the bumps while accelerating.

Rear suspension travel is 7.5 inches, the same as the 43 mm upside down forks. Yamaha UPS by adjusting the compression of the fork extension beyond the BMW and preload. However, the Ténéré is not available in almost every key optional BMW Electronic Suspension Adjustment.

 

Whether on the street or dirt, provides an action to suspend the Ténéré typical of traditional design, as opposed to the end of BMW interesting but eccentric lever to Telecom. On paved surfaces, carefully Yamaha belts long journey that would suck bumps R1 riders moaned. And it is also competent on any terrain dirt, we try, blasting in more than 80 km / h on dirt roads packed with hammers on rock-strewn roads of four canyon.

Help with Super-10 high-speed stability is a bit lazy rake of 28.0 degrees with 126mm of trail. Turn in response is nice and neutral, even if it is not particularly fast - a GS (or Multi Strada) requires much less effort to turn a corner.

Size of tires are the same as those used in the R1200GS (110/80-19 front, 150/70-17 rear), either Bridgestone or Metzeler tubeless design made possible by the Cross spoke wheels with a section central rays do not reach the inner edge of the wheel and air release.

Our test mules are equipped with "Battle of the wing Pierre tires specially developed for the Ténéré, with what appears to be deeper than the grooves off-the-shelf" Wings to provide surprisingly good traction on earth as long as n is not as coarse sand and loose. Given the asymmetrical nature of the street of most runners adventure tourism, we consider the wings "to be a good compromise tire.

Yamaha traction control system, the seat-of-the-pants efficacy data on tires. Activated to a lesser extent, the TC via the button on the left side of the instrument pod, rear tire hooked Ténéré dirt well enough to keep the TC intervention (indicated by the yellow light meters) from the cut too often.

TC2 setting allows some sliding before ignition and fuel is throttled back to regain grip and we were pleased to note the intervention has never been severe - the engine never fell flat on his face, but instead modulated the production rather subtle. The setting is more intrusive and TC1 would be better applied in conditions smoother.

 

Rider Helps Others are in the braking system. In addition to the standard anti-lock control, the Yamaha Tenere is equipped with unified braking system that links the rear brake pedal forward, helping to limit the pitch chassis during braking, which is typical of bikes with Long front suspension travel.

Pulling the brake lever activates a bomb under the backseat of applying pressure to the brakes and the system is smart enough to automatically apply the rear brakes when the bike is loaded with the extra weight of a passenger (on the base of the lever pressure) and when the deceleration rate is high. The back of his helmet and your passenger will appreciate at least before bonking during braking, and UBS works perfectly with a lone rider.

A pair of 4-piston monobloc calipers clamp wave rotors on the front 310 mm, while a single-piston caliper biting on the back of a wave of style 282mm disc. The feedback is very good with the levers. A sample of 32-bit wheel speed ECU and other data in 1000 of a second, and these results are well within the parameters of an ABS system that does not travel easily and quickly re-apply the brakes at least sensations cabotage.

 

We think, however, is an enduro misstep, if you do not want the option to turn off the ABS system is the soil, especially in slippery conditions bills Hill, when the rear wheel locked offers better braking than the up-and- off effect of the intervention of ABS.

BMW ABS system can be disabled, so can the Multistrada, so we have to give Yamaha a demerit point not to give its passengers the option. ABS Yamaha is not bad on the ground much better than anti-lock systems before, but the hardcore racers out dirty desire.

A little Web research reveals a simple way to disable the ABS, we have found after shooting. Just put the Ténéré in the center up and run the bike in motion a little. This creates an error signal for the ABS system shuts off automatically. An ABS warning lights error code on the instruments, and a runner is now free to hang out and slide the rear wheel with impunity!

 

Engine Tenere benefits from a wide range of power and torque, but given the OS was obviously in the firing line of Yamaha, it was somewhat surprising to find that the super-10 engine that does not exceed the boxer. Seat of the pants impressions are very capable engine not to spread the tractor at low speeds the Beemer, and yet not break the top of the range expected for this type of high-tech engine.

 

New Motor Cycle, a bike rag in the UK tended both bikes and found a dyno power ranges remarkably similar to 6000 rpm when the boxer takes over with a powerful thrust to the top. The Ténéré peaked at 90.3 hp at the rear wheel compared to 99.6 hp at the GS. The Beemer is more powerful engine is coupled with its approximately 30 pounds less to beat in the artfully Ténéré dragster, roll-on and speed performances.

Yamaha says Empty weight 575 kg tank of 6.1 liters (mostly low-level and between the rider's feet), and GS MCN is scaled at 544 pounds for a smaller tank topped 5.3 liters.

Despite the loss of engine performance is always a pleasure Ténéré Adventure Tourer. It has a wave of mid-range and is capable of satisfying more than 130 mph. Throttle response is smooth enough, even in sport mode, and engine vibration is a non-issue. Saturated sixth gear helps to provide a relaxed highway cruising.

Ténéré The driving position is very broad, with the best riders enjoy an extra leg with his claw-inch type adjustable seat set at its highest level (34.3 inches) position. A low seat option ($ 239.95) reduces the seat height of 1.4 inches to 31.9 inches in a more manageable in its lowest position, but offers a significantly reduced filling, and thus comfort. Conical handlebar is too wide and suitable for riders of all sizes, which is comfortable sitting and standing while working off the road. Footrests intelligent according to a central section of rubber that is compressed when a permanent foundation for solving the ankles "lined the outer edges for good grip.

 

Protect from inclement weather is pretty good. Standard windshield deflects enough air to meet a small shield in the saddle of vibration, and hand guards around the side pods and engine complemented by guarantees to protect the feet of wind. Windscreen adjusts to two heights, but unlike the GS hand-turned knobs, hold and remove the four screws. The improved wind protection is available as an accessory windshield 2.4 inches longer and the more adjustable to 3 positions, $ 119.95 retail. Side air deflector 4mm polycarbonate is optional ($ 79.95).

The rear rack is standard, and can be extended to remove the seat to reveal a ride on a flat surface, so that the strap-down large items. Rear Rack also acts as an accessory tray mounted ($ 369.95) large enough (30 gallons) to keep full-face helmet.

Greater storage capacity is provided by the optional saddlebags with 61 gallons of total capacity, and all bags can be entered in the key. They are built around robust construction with injection molded nylon layers of aluminum and retail $ 1089.85 including a mounting kit. In particular, they liked it, but the top of the closures are meticulous and the need to be pressed firmly to stop close properly. I was not alone in mistakenly thinking the launch escape the bags were locked.

The instruments include things like a good analog tachometer (with 8000 rpm red line) with an LCD information display that includes speed, driving mode, a clock, odometer and partial double the average and instantaneous air temperature . A story fuel totalizer miles from the change to the reserve of 1.0 liters, but the instruments are missing a void of quality characteristics and position of the speedometer. A simple dc plug is next to the indicators.

 

Some other options may be considered necessities for those who are serious off-road. Key among them is a bash plate to protect the header pipes and the oil filter, which is otherwise susceptible to injury - when the engine is mounted as one member pointed out, there is no lower side members to provide protection, and only a small protective plastic is mounted in stock. Yamaha skid plate accessories ($ 199.95) is constructed from 3 mm thick aluminum, which seems to be very robust, suffering no damage large rock several times during our trip.

Your globe-trotting adventure, should also be accompanied by the optional roll bar that protects the radiator mounted on the side and other things you do not want broken in a statement. Consider cage powder coated steel ($ 449.95) to the insurance roadside proactive.

Heated grips are another interesting option that matches the BMW GS, and sell for $ 399.95. In addition, BMW, Yamaha has combined various accessories in three packaging options, including a GoPro Hero camera.

X-Country land package includes the crash bars, skid plate and headlight protection of polycarbonate for $ 749.95. Comfort and Convenience Package includes a top box and line, heated windshield and the wind deflector kit for $ 1,019.75. At the high end and the scale of prices is € 1,519.60 for Adventure Touring Kit, which includes liner bag and side bags, tank bag, windscreen and wind deflector kit.

Conclusion

Yamaha Super Ténéré brings an enemy worthy of the adventure touring category by virtue of its diverse set of capabilities. It's one of those rare bikes that can easily knock over 500 miles of highway travel in a day and also to allow the exploration of unknown and unpaved trails off the beaten track. But it's the BMW R1200GS and GS Adventure, a well-developed all-terrain vehicle that has been an icon of the class.

 

Most of the time Ténéré game of the GS is a formidable thin, and it accomplishes this at a cost of thousands of dollars less than its German rival, it is a real player in this market.

If you desire to have your account, you need a $ 500 deposit to reserve your bike with the help of the dealer before delivery of the deposit, the same as that used for the FJR1300 and V-Max. Pre-orders about March 31, 2011. Deliveries begin in May.

2011 Suzuki GSX 1250 FA Review

GSX1250FA Suzuki motorcycle wheel is the demanding, looking for the line-up is too specialized sport bikes or sturdy sport-tourer emphasizes the last part of the title material. In addition to standard anti-lock brakes, GSX1250FA is an element of its construction and built to go anywhere, any time the motor cyclist, who appreciate the versatility of more than an exaggeration.

Stripped of his nickname Bandit 400 Bandit used since the introduction of the United States in 1991, GSX1250FA also differs from its predecessor in terms of full-fairing cosmetics. Updates include less obvious heavier fork springs and rebound stronger, and radiator fan to compensate for the additional loss of air flow total body coverage.

 

Although the changes are minor, the new machine using the plastic profile to attract the interest of riders familiar with previous versions bare quarter fairing as well as those who have no knowledge of the nomenclature of the latest GSX. And when those who have already rejected the villain of the opportunity to test the GSX1250, they will be caught by the manners of the bike, universal performance.

GSX1250FA engine is undoubtedly one of the best qualities of the bike. With a maximum torque at a V-Twin (72.3 lb-ft at only 3500), GSX antics out of the corners with a force that contrasts with its modest 92.6 hp at 8800 rpm test figure. The abundance of energy increases low-end real world and ensures ease of use you were never left wanting when running a higher speed or the need to move urgently. Note, however, that the most pleasant and friendly as the fuel injected 1255cc inline-four is given its movement, it is expected that at least one three-digit horsepower numbers.

 

A striking feature is its ability GSX1250FA management, especially considering its low-tech steel frame and 567 pounds of weight. It is not Jenny Craig poster child, but the canyon GSX control weight and very easy to keep the rear wheel faster, lighter wheels driven by a smaller number of pilots. Competing models, including the new 1000 Kawasaki Ninja Yamaha FZ1 and handling are lighter and better, but these bikes do not play devil's advocate, GSX1250FA operator is aware of the bliss to ride the wheel weight problems.

As capable as the GSX is the cannon, which is the road miles as comfortable as a summary or neighborhood long distance road trips. The ergonomic design is comfortable, with plenty of places to rest your legs and feet for a wide superbike handlebar moderate. The suspension is well balanced on the side of a seat comfort while luxurious. Only in the canyons, brakes and becomes aggressive when the weight of the bike at times exceeds the suspension, but otherwise the bike fork 43 mm and rear shock are only made GSX.

 

Suzuki Dual Throttle response throttle valve fuel injection system is flawless, the application also controlled to produce any regime of power and a rugged switch provides a broad commitment to a smooth start. GSX triple disc brakes provide good company and good feedback on the lever to slow the GSX trust. Brake and clutch levers adjustable for different size

GSX system is the latest ABS motorcycle component technology, but unless an emergency situation is a system that works quietly in the background. I made the pound a couple of times the brakes confirm the existence of the system was more than the front fender stickers. The system sends the familiar feeling pulses through the switches, when activated, but the authority of the wheel stops. Equipped with ABS as standard, GSX1250FA stands out in its category.

 

For those with a penchant for travel, new full fairing offers more protection from the elements than the previous quarter-faired Bandit. However, we feel that the style of the bike more as a spare cover in the lower back-ordered in late 1990 to a peak of 2011 model. From the front, the flagship GSX-R stacked derivatives is very fashionable. Blasts from the windshield I hit 5 foot 11 inch frame in the middle of the chest, in a clean, non-turbulent airflow. Suzuki also offers a tour through the windshield more focused and a box of 37 liters loud and clear, with key and removable saddlebags, which can become a major sports team sport-touring GSX.

Headquarters of the GSX1250FA gives a height adjustment in two positions, changing from 31.7 to 32.5 inches, but the changes on the seat pan to another level is the most complicated processes in the seat height adjustment we have ever met. You want to choose the most appropriate level and leave the seat in this position.

 

In addition, a safety seat, the GSX is not in possession of two rare future owners of a lot of aspects. The first is the main stand. Yes, it adds little weight and may limit the distance curve when the bike is equipped with a passenger and gear, but this device is necessary for adjusting and lubing the chain every time you are away from home.

Another subtlety is a pair of helmet locks are located under the seat. I do not know why the producers out of this simple addition to a lot of modern bikes, but I am tired of my helmet is a restaurant, when it would be completely safe, attached to the wheel. Thanks for Suzuki, use common sense, and this feature is also GSX1250FA.

The dashboard is clean and easy to read, and includes a handy digital gear indicator window, another feature absent in similar models.

 

Accountant to $ 11,599 MSRP, GSX1250FA is inexpensive, especially when considering the ABS is included. If you're launching a new bike that the departure between the dedicated sport-tourer and sports GSX1250FA standards should find a list of considerations. Its biggest selling point is its engine, which produces an engine such as energy when and where needed, the use of easily exceeded our expectations.

So if you can swing a test ride at your local retailer, give it a GSX. It is likely to be as pleasantly surprised as we.

2011 Buell 1125CR Review

Paul James, Director of Communications Buell product, was presented to the press near the world's first boulevard, Unter der Linden, just steps away from the deconstructed Berlin Wall. Specifically, we were under the city streets of Berlin at the Potsdamer Plaza Metro station in an area rave-ready concrete hidden between floors of the public station. Based on the landscape for the common people, yet unique and worth taking a look - as Buell 1125CR. It is more than just "sport Harley" as often described Buell. CR is ready to compete with the Japanese.

2009 1125CR café racer was revealed in the shadow becomes the center of the city and historic and modern architecture and the sprawling countryside that is timeless.

All Buell 2009 range comprises six models in three different lines: the street, adventure and sports. The models vary by engine configuration and design intent but continue the culture that has grown pot to illustrate the "American" ideal. Composite parts made in China, Italy, Germany and the United States, the global synergy of buyer, builder and supplier has blurred into a complete package in the form of the 1125R.

 

We all know my last report, the new Buell Cafe Racer unveiled and journalist tested in Germany despite being ready to shoot his way rolling on the premises in recent weeks. We also wonder why we had to wait and why Buell chose a European center in the field of evidence of American sport bike.

Also on the scene, poking our cameras where they belong, this time Fonzie was in the saddle to experience the café racer in action. The first two days in Germany we warmed our rubber a year's super smooth and paved Spreewaldring testing center just 30 minutes south of Berlin, Germany. Buell designed the day at a time concentrating on braking, cornering and acceleration and how the updates performed on the Helicon engine mapping. I chalked as a refresher course and riding school. Round and round like a merry old fool clicking off laps like there was no tomorrow, the hours seemed shorter and shorter as the day wore on. Aside from learning Helicon 146HP in a controlled environment, I had a blast getting my first track time in over two years on a café racer.

 

Fortunately, the technical 1.67 mile track is more like the streets of willow than the big one here in California, ideal for the steep-rake XB-like 1125R. It does not take long for anyone to realize the CR has little in the way we manage the flow of air, which favors a minimal bikini windscreen similar to the XB model line. Without the big bubble to push the atmosphere at high speed, the eminent head shakes and affordable with the tonnage mark indicated on the digital speedometer. The "quiet zone" as Buell calls the space behind the fairing of the 1125R is gone, leaving you more exposed to the elements. This is where the most gain mode function - hooligan inside can not hide the aerodynamic forces in the Czech Republic. It is built for fun, not racing. Great speed but not totally ruin the fun. When we got our kicks on the road, there were only a few variations floating above one hundred miles per hour.

As we indicated in our Shootout Bike eccentric liter affects leaf spring due to the structure of the entire fairing and its supporters have been lost for more road feedback with more rigid and compact aluminum handlebar Clubman style. Conical and cool, they have a demonic, horn appearance. Only slightly lower than the R-model geometry, the position of the rider will be aggressive unless you decide to buy the optional riser upright bar.

 

While Pete thought the R "directed a piercing glance," The style of the new CR is downright menacing with its 'eyebrow' headlights, windshield and fairing minimum covers up collar. The front more now also contains a beacon in one piece.

Mirrors are mounted differently form the R and now speeds up to 80 +. With accessories more controlled and yet they mirror placed further back in your Sightline makes you look under your armpit instead of over your forearm for a clear view behind you.

 

Surprisingly, the body produces at least a lighter bike overall when compared with the 1125R. At high speeds, even without the front fairing quite massive, floating front end is still there thanks to the fairing scoops. The CR showed us the quickest way to the cafe next door can be had at almost 154 mph, slightly slower than the more aerodynamic R, which could reach a top speed of 162 mph. Very sweet, but below the rate in fact. I did almost as tall as the 215 mark (km / h) before we caught up with traffic in the restricted part of the road. Contrary to popular belief, not all miles of road speed limit is unlimited. Common sense, acute care and precise driving skills are needed. Fortunately, this seems commonplace in Germany, as was evident from the M5 that calmly slipped into and back of our package of passenger anger over 200kph.

When I talked with the coaches on the day the track goes inside Buell to Las Vegas for the seat of the opinion of the updated models, which varied. After assembling the '08 and '09 models now, I would say they have hit the 1125 (R) to over a dozen tracks of this instruction this year and future Buell owners in the safety of a circuit closed. Dennis Baker, a MSF instructor and philanthropist from Detroit has jumped on the R and CR back to back this month and said he had to buy A horse for your purposes - are mostly track use. He will say "the bubble helps at high speed without any steering damper."

 

I took my last track session Waldow Germany aboard the 1125R just to compare the two models, has never ridden the R, and the first impression was that it seemed like it was big. When the term flagship model bouncing off my helmet that the 20-minute drive, I could easily see what Dennis meant. Only recently-obstructive fairing did for a quieter ride, though I never crossed the mark tons, a small track.

Covering the corresponding wheels of the black powder body are Pirelli's patented zero degree steel belted radial MIRS construction Diablo Corsa IIIS. These are the same construction is found in a powerful sport-touring replacement-for-the-1125 Pirelli Strada. Corsa III did all that could pave the potholes on the road around the street, but it seems that they just opened on the pavement in some areas. Even if they are good, the Cadillac is really nothing more than to put down the streets of the East German. Long lasting double compound IIIS Diablo Corsa are perfect for a big hole in the road bikes. Designed with long-term road capability and performance racing good offer from a compound of the highest friction relatively softer shoulder, DCIIIs provide more grip and better handling than the previous Corsa. Inside track goes another coach told me, was finally replaced by the first rear after 1100 miles in all bands, and long-lasting in my book. Street Fighting target market receives maximum lean angle, and confident acceleration out of corners.

 

linear pull and torque curve still reside. Chances are, you've already heard about fuel system problems and otherwise reported slow acceleration. Buell responded with sparks and remapped fuel cards, which would provide more than 20 percent better fuel economy, reduced rider-felt heat, improved starting and the all important low-speed maneuverability. EIC Duke called the acceleration of the 2008 Helicon "lethargic" down the straights, noting the obvious decline in torque and slow to REV-Vee to 72 degrees. Maybe upgrade the model 2008 would have adjusted our shootout result. When we get a peek at the new 1125 engine mapping, perhaps these words will melt. But we'll have to wait and see when we get a CR on our block to test against the likes of the Street Triple or Tuono 1050. Sure looks like we will have a fun time in 2009! These updates can be found at 2009 and 2008 with your updated details of the latest available installed.

 

Some heat was noticed on my right foot when first setting out on CR, but it was minimal in the cool fall temperatures - riding in California will be a better test of the tour against the model R.

2011 Erik Buell Racing 1190RS Review

But anyone familiar with the still persistent Erik Buell knew we would see him and his influence in another street bike. It was only a matter of time.

Well, that time has become the Expo weekend Powersports Dealer in Indianapolis, Indiana, when Mr. Buell made his 1190RS streetbike again.

"I'm in this deep!" Is he more Motorcycle.com the beginning of the cycle, with a mixture of joy and exhaustion on her face painted.

 

After Harley-Davidson has killed the Buell Motorcycle Company, Buell has restricted the construction of Streetbike motorcycle competition based solely on the construction of previous production motorcycles. This agreement has been completed.

Vision to produce a Buell sport bike U.S. enters a new chapter with 1190RS, a serious development in the countryside bike racing 1190RR private during the 2010 season with the AMA Superbike pilot Geoff May

Buell RS is wrapped in a fresh new skin, now with a full fairing for a sleek and trendy new carbon fiber. His nose is now very Pointier equipped with a pair of projector lens headlights stacked like Ducati 999, but in a more rational arrangement.

 

At the same time, the tail section is skimpier than anything we've seen before, only the slots to support frail body cast magnesium frame built in the U.S..

Speaking of magnesium wheels for the RS is something special. Magnesium alloys are not normally used for bicycle wheels in the street, as the pounding from bumps and holes can cause damage to the rigid metal and relatively fragile.

But a newly developed casting process - removal casting - has the ability to vary the properties of the metal, depending on what is needed where, and allows complex castings where the metal can be formed in a wide range of thickness . It turns out that work especially well for magnesium components that can be difficult to take specific levels. Buell said the new method allows a rim area ductile (able to easily deformed on impact to maintain the structural integrity), while they spoke and the central region can be constructed sufficiently rigid to support the bike.

 

The costly effort to reduce weight, including the adoption of a lithium-ion battery, which helps reduce overall mass to less than 400 pounds (wet but without fuel).

Power comes from a 1190RS motor modded Buell 1125R, enlarged to 1190cc via a task 106mm bore. Rotax - developer and co-developer of the engine 1125R - bought the rights for the Harley engine, and provides CDE with a central unit which is then fitted with new cylinders, pistons, crankshaft and cams. The ports are smoothed CNC machining. Titanium valves replace steel valves to allow higher speeds, somewhere in the upper rpm range-11000, according to Buell. The motor racing stage can rotate up to 12,500 rpm. The engine 1190 has recently adopted the EPA tests.

The cast-aluminum chassis is apparently similar to the 1125R, but it is actually a new design, new swingarm is also incorporating a chain drive instead of belt 1125R.

Gone are the awkward double-side-mounted radiators, which made it seem 1125R fat RADS replaced by a twin engine oil cooler in front of the sandwiching near the vacuum pump.

 

Buell continues his predilection for a front disc brake a little different now with 8-piston Nissin increased carbon through dual-entry fiber to deliver cool air to help heat the hangars. It's CDE has integrated its racebike since mid-last season.

No longer having to build bikes to suit a price level, Buell has equipped the RS high-end componentry. The top-shelf Ohlins fork and shock handle suspension duties, while billet aluminum is used to control foot and triple clamps.

As expected, all very exotic has a high price. Basic models start at $ 39 995, with a list of options that can increase the price of around $ 50K. Only 100 1190RSs be built.

 

Selecting appropriate dealers are the next step for the ROE. Buell said he does not care which brand (s) of a potential distributor is selling, but he insists that they are passionate about sport bikes. Initially, the first CRC 1190RSs sold by the activities of Buell in East Troy, Wisconsin, located in a corner of Buell former factory.

Buell is known for his many years of dedication and hard work endlessly, but he was again taken to another level. "I work harder now than I ever dreamed," he said. "I really enjoy it in a strange feeling manic."

And knowing the Buell, we expect more to come from his fertile mind.

 

"There are many possibilities," he said about what might be next, including the possibility of new engine designs and cool bike.

1190R-platform development continues at the racetrack with a rider may Geoff test machine to another season in AMA Superbike competition.

2012 Kawasaki KX250F Review

2012 KX250F be even more cutting-edge performance thanks to dual-fuel injector, which is one of jet fuel is located, without the airbox helps to build a wider diffusion of power as the rpm climb. Think of it as a version of EFI-power jets, which offers an extra dose of acceleration to increase fuel efficiency and advanced over-rev. Updated ECU has increased the power to drive the digital fuel injection system, and can be calibrated to an improved software and any laptop running Windows 7.

 

The crankshaft has been updated to improve reliability and stability, and the bridge-box bottom and sides of the piston cylinder is a new surface treatment to improve long-term sustainability. Rod is thicker than force majeure. The transmission is less than the Stoke shift fork and chopsticks round disk that allows the pilot gear selection feel more positive.

Made of stainless steel and aluminum exhaust system is much, and is designed to meet the 94 dbA noise.

 

Fork separate function (SFF), the number may be hard this spring, is no longer a rebound in the spring, and change the valves to improve the original feeling. Preload external control, and a slick titanium fork tube and the inner surface of the treatment will Kashima in 2012.

 

Showa shock also gets a stiffer springs and re-refining of the damping valve. The movement of the monkey is provided by a suspension of a new bond with a thinner less rigid rods to improve traction.

 

The new body includes one piece and the cap plate design and a new home, which is more resistant to wear. KX250F is still full of quality components, such as Renthal bars and a black film-coated alumi wheels. Rib-less rear hub and spokes thickness to reduce unsprung weight. The new graphics to anodised 2012 KX250F, and the bits seem to do the trick.

 

KX250F retains its reputation as a versatile breed of motorcycle, it is optional goodies, such as fuel injection calibration kit, the different weight of magnetic rotors, large handlebar adapters, aluminum and steel crowns, solid brake discs, springs, and at different paces.

2011 Kawasaki KX250F Review

Acquainted with the 2011 KX250F in the North American launch of the press in Budds Creek. Engineers were pleased to present their hard work, the new KX250F received over 30 changes from the previous year, the greatest of all, the fuel injection.

We liked the 2010 model-as we were afraid of Kawasaki was "fixing what is not broke", so it was interesting to get feedback from Greg Jones, son of three time AMA MX Champ Jones Gary. We left Budds Creek excited about the new machine, but was still a little skeptical. Let's face it, a professional rider on a motocross track world-class, surrounded by factory-trained technicians, is not a accurate representation of how a bicycle will work in the real world.

 

Before we dive into the 2011 KX250F a refresher course technology is in order. The Kehin without battery fuel injection system, as used on the KX450F, only with a different calibration. The ECU is tunable with the software Kawasaki, while the riders to adjust the power band to their driving style and track conditions. A position sensor gear, a pressure sensor, a temperature sensor and a water pressure sensor is used to optimize the air / fuel ratio. The system also includes a vehicle down sensor designed to shut off the engine if you have an accident.

 

 

 

 

On paper, the new engine is a bit more in the center of high energy last year. On behalf of the reliability of the engine also has new KX250F 2011 cam valve springs, a new piston, new cylinder, new crankshaft, gears and revised rates of change mechanism. The volume of air intake and exhaust header length were massaged to improve response at low revs, and the new muffler has been designed to meet AMA noise regulations.

 

It seems strange to have only a fork spring, but the new Showa fork function separately (SFF) system is adjustable for preload the shock compression and extension, and weighs 1.5 kg less than the old fork. Also less stiction and less costly to maintain or change them. The fork offset has been reduced to 22.5 mm in the search for front wheel drive greater.

 

Kashima Shock aims to improve the smoothness and revised damping settings for 2011 to match the new fork. Move heaven and earth, Kawasaki engineers changed the engine rigid aluminum steel and support a more flexible way to earn lighter and better handling in curves! The seat has a new deck with side handle more. Kawasaki says the bike weighs 232.7 pounds, feels lighter than it is moving in the garage.

We knew our time in Budds Creek KX250F how the track worked in a pro-level MX, so we spent most of our "real world" test to do other things. We broke all speed singletrack around first and second as a pilot off-road, stood fast grass courts as a runner in European style, and even tried to ISDE Endurocross kinds of obstacles to jump over.

 

In 2010, despite the carburetor, which boasted how easily KX250F started. Well, do not worry, the fuel injection start the KX-F is only as good as last year. When the cold is just pull the choke / idle speed dial, scroll wheel for more than a couple of first-time EFI system, and then kick him full. Hot? One size, solid kick and she burns almost every time. In a normal volume-rpm tests new muffler is pleasantly quiet. Going beyond, and a good twist of the gas, and the KX250F is equally loud and raucous sound than ever. During the week of the test cycle accelerated the muffler packing, hearing, and the patience of our neighbors, deteriorated. Fortunately, the aftermarket is full of tubes in these quiet days.

EFI allows the engine pulls smoothly away from the bottom of the speed and then quickly barks in the stellar mid-range hit. It 'kind of almost two times. To an experienced pilot that shot is useful for the motocross track, and practiced the switch finger also works off the track. When you turn higher RPMs narrows until you hit the rev limiter. No, the KX250F is not the easiest ride ever 250F, but it is very likely the fastest. Injection engine has never stopped, paused, gurgled, or nothing, but managed well.

 

The close-ratio five-speed has a good overall distribution of gear ratios and final drive for most tracks. Trail Riders or novices might want to leverage a tooth or two, but when the engine is Kawasaki and smooth idle, it's not really a problem. Transmission has recently revised medium action and had a pleasant feeling of lightness clutch, but half of our test, it was more difficult to change gears under load for some reason. We never miss a change, but it took more effort that it has toe at first sight. The coupling itself was impeccable throughout the trial period.

The new front MFS worked well, if a bit soft for professional racers on the track. To the amortization of inventory adjustments, but at least five clicks preload fork worked well on the track too. Our test riders ranged from 150 to 200 pounds, so we can conclude the forks are not only versatile form factor, but also adapt to a wide range of pilots. The system also allows MFS valves or spring rate changes relatively inexpensive compared with conventional shock has also worked very well, generating almost no complaints from our test pilots. Normally, motocross was a bit too strong amortized compression testers slower speed in the forest, but generally did a good job of absorbing the alleged hacker of both jumps and motocross bike forks.

Ergonomic the KX250F feel a little thick for a 250F. It has a comfortable seat and a fuel tank large enough. Compared to some motocross that are a little too hard-edged to be really comfortable, KX-F felt almost like a trail. But it is a race bike, pure and simple. Unlike the Honda CRF250R, which can sometimes fool you into thinking you're on a bike are always KX250F feel like a runner. It is quite stable at high speeds, but despite the changes in chassis KX-F still does not own the corners like a RM-Z. The brakes were excellent and the whole package KX250F invites you to go faster.

 

The bike comes with a protective plastic sheet which is a good addition to Moto or for normal trail use, but is not strong enough for riders aspiring Endurocross. When we took our test bike trail riding, he did nothing but install Guards Enduro Engineering hand, but if we had a KX250F we would be installing more serious off-road armor, an O-ring chain and a quiet muffler.

Things that our technicians did not like the exhaust note was unpleasant noise (but efficient moving the sludge in the chain) sprocket roller chain and age of the bike in front of our eyes. It is obvious that we really like the KX250F. Our preview of Budd Creek knew that he liked a motocross bike, but now loves him like a lumberjack. So far, the top of our list of the year 250F. The KX250F motocross bike is a great aggressive, and when mounted will be happy to be a very effective new enduro pilot school.