Sunday, November 4, 2012

Honda VFR1200FA DCT Key Features

Bringing together the best of Honda innovation and engineering, the VFR1200FA DCT and its Dual Clutch Transmission is nothing short of a technological tour de force.

At the pinnacle of supersport-touring motorcycles stands one simple three-letter name that’s recognized and admired around the world: VFR. The Honda VFR1200FA DCT not only builds on the lofty reputation established by its accomplished predecessors, it raises it to a level that’s untouchable by any other bike out there. Anywhere. The VFR1200FA DCT incorporates technology borrowed from such diverse sources as MotoGP, motocross, and even high-end sports cars – including Honda’s Traction Control system for 2012. With a narrow 76-degree cylinder angle achieved without the need for a counterbalance shaft, a Unicam valve train that cuts weight and adds combustion efficacy, unequal-length exhaust headers that improve power output and produce a sweet, throaty sound, and other innovative thinking, the VFR1200FA DCT engine is nothing short of a technological tour de force. And check out the Dual Clutch Transmission, which has been refined for 2012 to make it smoother-shifting at lower speeds. Using technology borrowed from high-end sports cars, DCT provides two automatic shifting modes in addition to a paddle-shift six-speed manual mode. You can ride city streets and endless highways effortlessly, yet still enjoy sportbike-like character on your favourite twisty backroad.

The distinctive VFR1200F has been developed for 2012. The engine now offers even greater performance, with significantly more refined torque between 2000rpm and 4000rpm. Changes to the PGM-FI fuel injection system, combined with increased tank capacity, mean the VFR1200F can now travel more than 186 miles on a single tank of petrol. The optional Dual Clutch Transmission has been improved, with new functionalities. The adoption of a reassuring Traction Control System and along with a more comfortable seating position, further enhance the bike's all-round capabilities.

Launched in 2009, the VFR1200F was developed to deliver a blend of sports and touring capabilities using the latest technologies. It was a clean-sheet interpretation of the ultimate road-sport machine - a concept driven by extensive understanding of customer needs and the adoption of state-of-the-art technologies.

In pursuit of heightened levels of control and feedback, the VFR1200F adopted the latest race-track bred technologies, adapted and evolved to create a machine that can be many things to many riders. The harmonic growl of the flexible and responsive V4 motor rekindles the emotions inspired by previous iconic VFRs, with its unique 'heartbeat' engine feel and an unrivalled level of refined performance.

Meet the Future.

Revolutionary? Radical? Honda’s incredible VFR1200F is all that, and much more. The list of innovative technology is endless, and there’s even more this year since the 2012 VFR1200F showcases some significant upgrades, improvements and innovations. The super-compact Unicam® design 1237cc V4 engine is fueled by Honda’s Throttle By Wire system, and this year offers more torque and more range. There’s even a new Traction Control system. Together with Honda’s Combined Braking with ABS, this makes the VFR one of the most feature packed bikes out there.

But perhaps most striking of all is the available game-changing six-speed Honda Dual-Clutch Transmission: featuring your choice of changing gears with a pair of F1-style paddle shifters or letting the bike shift itself in either of two riding modes. It’s a feature that has completely blown away even the most cynical magazine test rider. And for 2012 it’s even better, with revised software to optimize the shift points depending on an individual rider’s inputs and riding style. Or, if you prefer, there’s also a second version of the VFR1200F equipped with a conventional six-speed gearbox and a slipper clutch.

The Power of Four

Arguably one of the most advanced streetbike powerplants ever, the VFR1200F’s 1237cc Unicam-head V4 is state-of-the-art engine from top to bottom end. For 2012 it puts out even more low-end torque.

Dual-Clutch Transmission

Shift gears with a simple flick of your left finger or thumb? That’s just one of the modes on the VFR1200F’s incredible new dual-clutch transmission (optional). Upgraded software for 2012 makes it even better by optimizing the shift points depending on an individual rider’s inputs and riding style.

High-Performance Art

The VFR1200F’s layered concept fairing offers a smooth, unified, fastener-free surface right off the MotoGP circuit. Never have aerodynamics and aesthetics worked so well together.

2012 Honda VFR1200FA DCT Key Features

Engine / Drivetrain

New for 2012, the VFR1200FA DCT’s Traction Control system carefully monitors a range of different parameters, looking for unusual fluctuations that could suggest an imminent loss of traction at the rear tire. If the system believes wheelspin is imminent, engine power is momentarily reduced, thereby maintaining traction..

Light and compact 1,237 cc liquid-cooled 76-degree V-4 engine pumps out amazing levels of power with a distinctive feel and sound..

By combining many of Honda’s most advanced technologies, engineers managed to create a remarkably compact engine that’s both smaller and lighter than the V-4 engine in the VFR800A..

Unique cylinder layout locates the rear cylinders side by side but close together, and the front cylinders more widely spaced. This layout allows for a slim, compact “waist” that fits comfortably between the rider’s legs. It also improves mass centralization, thereby contributing to the bike’s balanced feel and ease of control..

The engine also incorporates a special high-strength Symmetrically Coupled Phase-shift Crankshaft that features a 28-degree crankpin offset that works in concert with the 76-degree V angle to essentially negate primary engine vibration for smooth running.

And because the powerplant now has perfect primary balance, the need for a balance shaft is eliminated, which allows for a more compact engine and also yields a weight savings of nearly 1.4 kg (3 lb)..

Lightweight and compact Unicam™ valve train allows for significantly shorter and smaller cylinder heads with no loss in efficiency. It’s the same technology used in Honda’s potent CRF motocross bikes..

Also borrowed from the CRF range and the RC211V MotoGP bike is the sealed crankcase system that reduces the pumping loss created through piston movement, marking the first time this system has been used on a street motorcycle..

The engine’s performance is delivered where it’s most useful and most enjoyable. Its linear torque curve – with increased drive between 2,000 and 4,000 rpm for 2012 – is focused in the low-end and midrange, making it possible for the rider to simply roll on and off the throttle while powering through bends. This effortless control makes the VFR1200FA great fun to ride – this is a sportbike with real-world-usable power..

Asymmetrical exhaust lengths between front and rear cylinders further improve power output and add to the VFR1200FA DCT’s unique sound and feel..

Engineered to provide excellent cornering clearance and minimal intrusion to the feet of the rider and passenger, the high-volume, twin-outlet muffler produces an unobtrusive but fantastically stirring note. At low revs the sound is almost like a human heartbeat.

Further up the rev range, once the internal servo-operated exhaust valve is opened, the sound changes to a truly inspiring, hard-edged V-4 howl..

The Dual Clutch Transmission (DCT) includes two automatic modes and a Manual mode with paddle-style shifters, and is similar to systems found on high-end sports cars. Its mechanical efficiency matches that of a manual gearbox, meaning you get to enjoy the convenience of an automatic with the unbridled performance of a manual..

A throttle-by-wire system replaces the throttle cable with sophisticated electronics. It provides light, precise fuel metering at all engine rpm, the system’s accuracy gives the rider increased levels of control..

DCT and throttle-by-wire technology allow quick downshifting and exhilarating control under deceleration when the transmission is in Manual mode..

The next-generation shaft-drive system routes the shaft below the swingarm pivot point to eliminate the squat and lift of conventional shaft drives without resorting to complex and heavy countermeasures as found on some competing models. Special dampers eliminate any excessive slack or jerkiness in the system, resulting in smooth on- and off-throttle transitions.

Chassis / Suspension

The patented layered fairing design creates a uniquely beautiful shape and, at the same time, optimal airflow and heat management.

The fairing incorporates two layers. Air entering between the layers and through two oval-shaped spaces in the front of the fairing is channelled in exactly the directions needed to enhance the bike’s stability at higher speeds. Plus, by channelling air through smaller apertures before it reaches the radiators and thereby increasing its velocity, engine cooling is optimized and the hot, exhausted air is carried quickly away from the rider and passenger for a cooler, more comfortable ride. The heat generated by the engine is also channelled away to keep hot air away from the rider..

Honda Pro-Arm single-side swingarm with single gas-charged shock features a handy remote spring-preload adjuster, rebound damping adjustability, and 130 mm (5.1 inches) of travel. At the front the VFR1200FA DCT boasts a stout, sport-oriented 43 mm inverted cartridge fork with spring preload adjustability and 108 mm (4.3 inches) of travel..

The VFR1200FA DCT is equipped with a sophisticated braking system that’s ideal for all-round sportbike use. Powerful new six-piston calipers for the front and a two-piston caliper at the rear act on large full-floating discs (320 mm front; 276 mm rear).

Honda’s Combined Braking System creates the optimal balance of front and rear braking forces, while the compact and lightweight Anti-lock Braking System (ABS) lets you brake with confidence on even difficult surfaces.

Additional Features

Larger fuel tank means more kilometres of fun between gas stops..

New-technology seat construction permits a higher level of seat shaping and forming detail for excellent rider and passenger comfort and a sleek look..

Integral saddlebag mounts come standard..

New painting technologies, specially developed at Honda’s new high-tech Kumamoto factory, result in a level of finish far above normal production standards..

The handlebar and the layout of the controls are the result of careful study of ergonomics and rider needs. The designers looked at the time required to reach controls comfortably and the ease of operation— particularly during cornering

2012 Honda VFR1200FA DCT Features and Benefits

Stronger torque NEW
For 2012 the V4's already impressive torque has been made stronger still, with increased drive between 2000rpm and 4000rpm.

Traction Control System NEW
For 2012 the VFR1200F also benefits from Honda's Traction Control System , which helps ensure the power is put down optimally, safely and securely, even on surfaces with limited grip.

Dual Clutch Transmission (optional) NEW
The VFR1200F was the first motorcycle to feature Honda's innovative Dual Clutch Transmission, which has been significantly developed for the 2012 model. Honda's Dual Clutch Transmission ensures even smoother and seamless gear changes in any of its three riding modes. Using two electronically controlled clutches, the system offers the choice of manual gear shifting and two fully automatic modes, one for general use (D-mode) and another for high performance riding (S-mode). The VF1200F's Dual Clutch Transmission also features new software logic with added functionality.

Ergonomic Design
Greater comfort NEW
The new seat design features new stitching and a new coating finish for improved seat grip and improved quality.

Model details

Designed in Europe
The designers of the VFR1200F drew on two threads of Japanese culture through the design process. The Japanese word 'Ma' can be described as 'the space between things'. It is perhaps easiest to understand it in relation to music. If one thinks of the intrinsic importance of a measure of silence or the pause between movements in a classical symphony, and the effect on the performance if someone accidentally applauds or disturbs the silence. That illustrates the importance of 'Ma'. The other concept 'tsuya' describes the shine or vitality of an object, its charm, and the way it attracts and holds the eye. Focusing on tsuya gives a new significance to every line, curve and angle. Both these elements were of paramount importance to the design philosophy. The LED indicators used for the first time on a large capacity Honda motorcycle, ensures optimum visibility.

Form follows function
To a large degree; pure function determined the VFR1200F's form. Mass centralisation, consummate rider control and aerodynamic efficiency provided the key underlying design criteria and from this starting point the machine's form evolved. The remarkably narrow cylinder heads and clever cylinder spacing allowed a very narrow waist, effectively lowering the seat height and thus making it easier for the rider to place both feet flat on the ground at rest. This wasp-like waist also gives the rider the feeling of being 'in' the bike rather than perched on top - crucial for feedback and control. The fuel tank's elegant yet complicated contours support and assist the rider to add extra elements of control and heightened levels of feedback whatever the riding situation. The ergonomically styled fairing works in harmony with the fuel tank to provide extra support and efficient weather protection for the rider and pillion. Even the hand controls and switchgear are engineered to ergonomic advantage.

Layered fairing technology
The patented layered fairing design of the VFR1200F is a perfect match of form and function. Designers and engineers worked together to create a uniquely beautiful shape and, at the same time, optimal air flow and heat management. The fairing design incorporates two layers, which harnesses the benefits of flowing air to the machine's dynamic and mechanical advantage. This has two functions: air entering between the layers and through two oval-shaped spaces in the front of the fairing is channelled in exactly the directions needed to enhance the bike's stability at higher speeds. Secondly, by effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimised and the hot, exhaust air is channelled away from the rider and passenger. The heat generated by the powerful V4 engine is also channelled away to keep hot air away from the rider.

Attention to detail
A balance of positive and negative surfaces gives the front of the motorcycle a light, open look while also creating a profile that slices through the wind with minimal resistance. A strongly defined X-shape characterises the front of the machine. Concave surfaces direct the eye and air up towards the windscreen, which incorporates another air-directing aperture at its lower edge. Even the edges of the screen have been crafted to enhance stability at speed. The light from the powerful single line-beam headlight streams into two tinted LED-look strips that frame it, increasing the feeling of lightness and space.

The cowl and body are fused together, creating one smooth, unified, aerodynamic surface. The compact rear tapers upwards, emphasising the bike's lightness and dynamic shape, while the tail-light and rear indicators subtly mimic the frontal design.

Luxurious finish
The 2012 machine continues to benefit from painting technologies specially developed at the hi-tech Kumamoto factory, focused on creating top-quality colouring with the most uniform coverage. A deep clear-coat finish enhances the bodywork colour, creating a luxurious, high-class shine. The mirror-like surfaces create a sharp, memorable profile that attracts attention even from a distance.

Even stronger midrange performance NEW
The VFR1200F engine was designed to provide its rider with strong power and torque, for a power delivery that is both responsive and exciting. It also delivers the invigorating engine sound and feel that have characterised Honda's previous V4 machines. The VFR1200F has already established a reputation for delivering both effortless travel and an invigorating riding experience; the V4 engine's performance has always been most impressive at the engine rpm that matter most, in the low and midrange, making it possible for the rider to simply roll on and off the throttle while powering through bends. For 2012, low-rpm torque has been made stronger still, with increased drive between 2000rpm and 4000rpm to make the bike even more fun to ride.

Improved fuel efficiency NEW
For 2012 the VFR1200F's advanced PGM-FI fuel injection has been revised to improve fuel efficiency. This, in conjunction with an increase in tank capacity of half a litre to 19 litres, means the VFR1200F can now cover more than 186 miles on a single tank of fuel.

Smooth delivery
There were several challenges involved in tailoring the strong V4 power for use in an all-round machine that can be used for weekend enjoyment, commuting and long-distance touring. Key elements of the VFR1200F's power characteristics are its response and strong torque delivery. To allow full enjoyment of the engine's power while still providing a high level of comfort, vibration needed to be carefully managed.

A unique cylinder layout was developed for this purpose. Instead of the traditional V4 cylinder configuration, with the cylinders evenly spaced front-to-rear, the VFR1200F adopts an ingenious solution in order to centralise mass and at the same time achieve a compact, space-saving solution. The rear cylinders are placed side by side but close together, while the front cylinders are more widely spaced. This layout allows for a slim, compact 'waist' that fits comfortably between the rider's legs. It also supports mass centralisation, thus contributing to the bike's balanced feel and ease of control. With no right-left couple imbalance, the need for a balancer is eliminated and friction is reduced.

A Phase-shift Crankshaft complements the advantages of the cylinder layout. Operating with a 28° throw, it effectively reduces primary vibration and noise, eliminating the need for a power-sapping balance shaft. The V4 is characterised by very strong low-rpm torque. To allow the rider to comfortably take full advantage of this torque, delivery is smoothed by four drivetrain dampers, which further eliminate uncomfortable vibration and backlash.

Racing technologies
The VFR1200F utilises the UNICAM single overhead camshaft cylinder head design from the world-class CRF off-road machines. The logic was straightforward: in an environment where space, performance and weight are at a premium this technology was perfect for a project where mass centralisation and ergonomics were prime design criteria. Also borrowed from the CRF range and the RC211V MotoGP racer is the sealed crankcase system that reduces the pumping loss created through piston movement, and air density. This system had never been used on a road machine before but the gains for the rider are identical - electrifying throttle response and improved fuel consumption.

Refined control
A throttle-by-wire system maximises the rider's feeling of connectivity with the VFR1200F. Providing light, precise fuel metering at all engine parameters, this highly developed system gives the rider heightened levels of control, whatever the situation. To aid control under intense deceleration a slipper clutch is fitted, similar to the system on the CBR1000RR Fireblade. When the rider downshifts early the clutch is designed to slip, thus preventing the rear wheel from inadvertently locking up, allowing the rider to stay firmly in control.

Innovative transmission layout and ground-breaking shaft drive system
A compact transmission layout contributes to high-speed stability with good handling and excellent traction capability. The highly developed shaft drive system features an offset propeller shaft and a pivot that expands vertically as well as a sliding constant velocity joint that takes up any variations in length during the rear wheel's arc of travel. At the output shaft a clutch damper absorbs backlash effectively. Thanks to the rigidity of the pivot, stability is improved and throttle-to-drive delivery is much more direct.

Unique exhaust and exhilarating sound
Engineers and designers alike focused not only on the engine's power and delivery, but also on its feel and sound. They chose a configuration which would emulate the briskness of a typical inline-4 engine's performance but deliver this with the beat and feel that are pure V4. The exhaust layout was made as compact as possible with the assembly of catalyser-containing exhaust pipes placed on one side of the sump and the exhaust pipes of the rear cylinder bank placed on the other side. On the bike's right flank a triangular-shaped muffler highlights the styling lines of the bodywork.

The combined induction and exhaust notes create a raw, compelling sound that is authentic Honda V4 and distinguishes the VFR1200F from any other motorcycle. At idle it pulses smoothly, hinting at the engine's huge performance potential. Each twist of the throttle releases a burst of instant V4 aggression that becomes a thrilling howl as it rises quickly through the revs. The sound and beat of this engine contribute to the unique character of the machine and are as essential to the design as the bodywork or riding position.

A key element in the raw emotion of this V4's sound is the exhaust system. Engineered to provide excellent cornering clearance and minimal intrusion to the rider's and pillion's feet position, the high-volume, twin outlet high-chrome muffler produces an unobtrusive but fantastically stirring note. At low revs the noise is off-beat and bass-rich. Further up the rev range, once the servo-operated valve is opened, the noise changes to a truly inspiring, hard-edged V4 growl.

Peerless handling and stability
The VFR1200F frame, suspension and drive components are brought together in a unique configuration that facilitates both sports bike power and smooth stability. Its strong aluminium twin-spar diamond configuration frame is both lightweight and rigid. The swingarm and driveshaft length are optimised without extending the overall length of the motorcycle. The long swingarm contributes to balanced, confident manoeuvring and exceptional high-speed stability.
The swingarm is complemented by a compliant Pro-Link rear shock absorber with adjustable rebound damping. At the front, sturdy upside-down 43mm telescopic forks with adjustable preload provide smooth and assured control. Together, these systems ensure a comfortable ride, even with a pillion and luggage on board, and add to the overall feeling of total control.

High-performance braking systems
The VFR1200F is equipped with Honda's highly-developed Combined Antilock Braking System. Powerful six-piston calipers for the front and two piston calipers for the rear act on large discs (320mm at the front and 276mm at the rear). The Combined Braking System creates the optimal balance of front and rear braking forces. The addition of a standard-fit compact and lightweight Anti-lock Braking System supports both the motorcycle's sports riding potential and its touring proficiency.

Ergonomic Design
Comfortable dual-seat seat NEW
For 2012 the seat of the VFR1200F - a supportive, vacuum-moulded dual-seat design - has been re-designed to offer improved seat grip with new stitching and improved quality with a new seat coating finis. It features a flat and expansive seating area, with the space to adopt a range of different seating positions. This improves comfort during long days on the road. For the pillion, easy-reach grab handles and footrests ideally positioned for comfort, help create a reassuring sense of security.

Instrument panel
The VFR1200F instrument panel combines sophisticated styling and practicality. Shielded and at the same time displayed by the tilt of the aerodynamic windscreen, its elegant design fully complements the airy and spacious feel at the front. It also adds to the sensation of total rider control. A large, sporty analogue rev counter and a digital speedometer are surrounded by LCD readouts which now include actual, average fuel consumption as well as remaining and range of fuel and Traction Control System activation (On/Off). The display also includes a clock, ambient temperature display, HISS indicator and ABS indicator.

Pannier mounts
To enhance the touring potential of the VFR1200F, the rear is equipped with integrated luggage mounts. These mounting points are unobtrusively cast into the injection moulded under-seat area and pillion footrest mounts. They allow easy installation and removal of specially designed optional panniers without interrupting the motorcycle's clean styling.

Ergonomic hand controls
The VFR1200F features a state-of-the-art ergonomic design of the handlebar and switch layout. The designers focussed on meeting the rider's need to reach controls comfortably and for ease of operation, particularly considering the hand position during cornering. As a result, the VFR1200F received new handlebar switches and a new layout with reversed horn and indicator controls. The indicator switch shape is designed around natural thumb movement for effortless operation.

The 2012 VFR1200F will be available in four colours (from mid 2012)
- Darkness Black Metallic
- Candy Prominence Red
- Candy Tahitian Blue NEW
- Titanium Blade Metallic NEW

Model history
It has been over three decades since Honda marked its return to Grand Prix competition by developing the first Honda engine with a V4 four-stroke configuration. In the intervening time the V4 formula has been tempered in the fires of competition and honed for more power and better delivery. The NR500, RC30, RVF400, NR750, RC45, VFR750 and RC212V are just some of the milestones that mark the V4 story.

The VFR lineage reaches back to the track-dominating RS and RVF750, but the first use of a V4 engine in a road bike was the pioneering VF750. Unveiled in 1982, it combined smooth, effortless performance with a practical, easy-maintenance design. The first VFR750 was launched in 1986 and immediately became the standard by which every all-round sports motorcycle was judged. With a restrained and sophisticated body concealing the finest technology and equipment, it was developed to be instantly 'right' for every rider. It was a comfortable and flexible Sport Tourer, with the emphasis placed firmly on 'Sport'. Since then, Honda has treated the VFR as its flagship for new road-going technologies, which are often developed and tested first in the laboratory of MotoGP.

The VFR800 made its debut in 1998. Based around the engine from the RC45 it stayed true to the concept of taking lessons learned on the racetrack and fine-tuning them for road use. In 2002 it received an upgraded fuel injection system, revolutionary new V-TEC valve control system and revised brake systems including optional ABS. Subsequent updates have revised the power delivery and upgraded the bike's consistently contemporary styling. The racetrack is still the source and test environment for its technologies, while its all-round usability and ample smoothly delivered power have continued to lead its class.

The 2009 VFR1200F was the product of a truly international design team, one that included three Japanese members, one American and one European. Guided by the infinitely experienced Kishi-san (CBR1100XX Blackbird) and overseen by Yosuke Hasegawa, the team was not only culturally varied but also spanned generations. Their collective goal was to create a sports bike with long-distance capabilities. To foster the right mindset the designers imagined waking up to a perfect day and deciding impulsively to ride devouring large stretches of highway, effortlessly, before carving through twisty canyon roads, just to enjoy lunch in a beautiful location before riding home again.

The VFR1200F designers began sketching their ideas in a remote hotel outside Rome. These sketches took many forms and explored every possibility and, rather than refine these elements into one final design, the team headed back to Tokyo with all their individual drawings.
On the VFR1200F project, designers and engineers worked in parallel, discussing and perfecting their solutions as the clay model and sketches evolved. European designer, Teofilo Plaza, described this six month-long experience as one of the most intense and passionate of his life. Many months of testing and development lay ahead - a period in which designers and engineers continued to work in unison.

The first V4 Concept model was unveiled to a stunned audience at the Intermot show in October 2008. The radically styled show bike perfectly displayed the free thinking that had absorbed the design team from day one of this revolutionary project. At its 2009 launch, while the V4 heritage of the VRF1200F may have been patently obvious, it was evident that this machine far surpassed anything that had gone before.

Optional equipment

A wide range of optional equipment has been developed by Honda Access Europe specifically for the VFR1200F. These accessories were designed in line with the new all-round sports bike concept and in every detail, from the choice of materials to integration with the bike's contours, they complement its styling and performance. They include:

- 29-litre pannier set: Fits motorcycle's integral pannier attachments with no need for additional stays. Aerodynamically shaped. Coloured to match the motorcycle's bodywork. Operated with the motorcycle key. Left pannier can hold one full-face helmet.

- 31-litre top box: Features locking, quick-detach mounting system. Lid matches motorcycle's bodywork. Can hold a full-face helmet as well as other luggage.

- Inner bags for the top box and panniers: Black with zipper and Honda Wing logo. Carrying straps and handles included. Pannier inner bags can be zipped together for easy carrying.

- 7-litre tank bag: Black with embroidered VFR logo. Includes preset for easy installation. Adjustable shoulder strap, carrying handle and rain cover included.

- 3-position adjustable add-on screen: Integrates perfectly with the standard windscreen. Extends wind protection for taller riders. WVTA approved (what does WVTA stand for?)

- Replacement low/narrow seat: Maintains the bike's ergonomics. Provides easier reach to the ground for shorter riders. 25mm lower than factory standard seat.

- Heated grips: Kit includes integrated controller. Compact for maximum comfort and design integration. 3-step variable heating levels.

- Motorcycle navigation kit: Features unique controller that allows operation without removing hands from the handlebars. Earphone and car kit included. Honda dealers included in POI list.

2012 Honda VFR1200FA DCT - American Specifications

Engine Type 1237cc liquid-cooled 76 degrees V-4
Bore And Stroke 81mm x 60mm
Induction Programmed Fuel Injection (PGM-FI) with automatic enrichment circuit, 44mm throttle bodies and 12-hole injectors
Ignition Digital transistorized with electronic advance
Compression Ratio 12.0:1
Valve Train SOHC; four valves per cylinder

Transmission Six-speed with two automatic modes and manual mode
Final Drive Shaft

Front Suspension 43mm cartridge fork with spring-preload adjustability; 4.7 inches travel
Rear Suspension Pro Arm single-side swingarm with Pro-Link® single gas-charged shock with remote spring-preload adjustability and rebound-damping adjustability; 5.1 inches travel
Front Brake Dual full-floating 320mm discs with CBS six-piston calipers with ABS
Rear Brake Single 276mm disc with CBS two-piston caliper with ABS
Front Tires 120/70 ZR-17 radial
Rear Tires 190/55 ZR-17 radial

Rake 25.5° (Caster Angle)
Trail 101.0mm (4.0 inches)
Wheelbase 60.8 inches
Seat Height 31.9 inches
Curb Weight tbd
Fuel Capacity 5.0 gallons

Model Id VFR1200F Dual Clutch Transmission
Available Colors Candy Blue
Emissions Meets current California Air Resources Board (CARB) and EPA standards.

One Year Transferable, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

2012 Honda VFR1200FA DCT - Canada Specifications
Candian MSRP Price - $18,999 CDN

Engine Type Liquid-cooled 76-degree V-4 with asymmetrical front/rear cylinder layout
Displacement 1,237 cc
Bore & Stroke 81 mm x 60 mm
Compression Ratio 12:1
Valve Train Chain-driven SOHC Unicam, 4 valves per cylinder
Fuel Delivery PGM-FI electronic fuel injection
Transmission Dual Clutch Transmission with two automatic shift modes and a manual shift mode via paddle-style shifters
Final Drive Shaft
Front Suspension 43 mm cartridge fork with spring preload adjustability; 108 mm (4.3 in.) travel
Rear Suspension Pro Arm single-side swingarm with Pro-Link single gas-charged shock with remote spring preload adjustability and rebound damping adjustability; 130 mm (5.1 in.) travel
Tires 120/70ZR - 17 radial front; 190/55ZR - 17 radial rear
Brakes Front dual 320 mm discs with six-piston calipers; rear single 276 mm disc with two-piston caliper. Combined Braking System with ABS (Anti-lock Braking System)
Ground Clearance n/a
Seat Height 810 mm (31.9 in.)
Wheelbase 1,545 mm (60.8 in.)
Curb Weight 278 kg (613 lb) including required fluids and full tank of gas - ready to ride
Fuel Capacity 18.5 litres
Colour Candy Tahitian Blue
Warranty 1 year, unlimited mileage, freely transferable warranty; extended coverage available with Honda Plus

2012 Honda NC700XA - European Specifications
EU MSRP Price - See dealer for country pricing.


Type Liquid-cooled 4-stroke UNICAM 76° V-4
Displacement 1,237cm3
Bore x Stroke 81 x 60mm
Compression Ratio 12: 1
Max. Power Output 127kW/10,000min-1 (95/1/EC)
Max. Torque 129Nm/8,750min-1 (95/1/EC)
Idling Speed 1050-1250min-1
Oil Capacity 4litres

Fuel System

Carburation PGM-FI electronic fuel injection
Aircleaner Oil-permeated, viscous-type paper filter
Fuel Tank Capacity 19litres
Fuel Consumption 16.4km/l (46.3mpg - Tested in D-Mode WMTC mode*)

Electrical System

Ignition System Computer-controlled digital transistorised with electronic advance
Ignition Timing 8.4° BTDC (idle speed)
Sparkplug Type IMR9E-9HES (NGK); VUH27ES (DENSO)
Starter Electric
Battery Capacity 12V/11.2AH (YTZ14)
ACG Output 570W
Headlight 12V, 55W x 1 (low)/55W x 1 (high)


Clutch Wet, multiplate, hydraulic, dual
Clutch Operation Hydraulic
Transmission Type 6-speed
Primary Reduction 1.738 (73/42)
Gear Ratios 1 2.466 (37/15)
2 1.789 (34/19)
3 1.409 (31/22)
4 1.160 (29/25)
5 1.032 (32/31)
6 0.939 (31/33)
Final Reduction 2.706 (39/41 x 19/17 x 28/11)
Final Drive Shaft


Type Diamond; aluminium twin-spar


Dimensions (LxWxH) 2,244 x 752 x 1,222mm
Wheelbase 1,545mm
Caster Angle 25.5°
Trail 101mm
Turning Radius 3.45m
Seat Height 815mm
Ground Clearance 128mm
Kerb Weight 277kg
Loaded Weight 473kg


Type Front 43mm cartridge-type telescopic fork with stepless preload adjustment, 120mm axle travel
Rear Pro-Link with gas-charged damper, 25-step (*stepless remote-controlled hydraulic) preload and stepless rebound damping adjustment, 130mm axle travel


Type Front 5-spoke hollow gravity die cast aluminium
Rear 7-spoke gravity die cast aluminium
Rim Size Front 17M/C x MT3.5
Rear 17M/C x MT6
Tyre Size Front 120/70-ZR17M/C (58W)
Rear 190/55-ZR17M/C (75W)
Tyre Pressure Front 250kPa
Rear 290kPa


Type Front 320mm dual floating hydraulic disc with two 6-piston callipers, C-ABS and sintered metal pads
Rear 276mm hydraulic disc with 2-piston calliper, C-ABS and sintered metal pads
READ MORE - Honda VFR1200FA DCT Key Features

Thursday, November 1, 2012

Yamaha R1

electronics package could be better too as we didn’t find Yamaha’s D-SMS adjustable throttle map system to be very useful. This piece of electronics allows the rider to adjust the sensitivity of the throttle. By default the engine is in ‘Standard’ mode. ‘A’ mode increases the sensitivity of the throttle and ‘B’ decreases it. Our testers preferred ‘Standard’ or ‘B’ mode as ‘A’ mode made the engine feel like it surged too aggressively during delicate throttle situations like moments after hitting the apex of corners. We understand that the objective is to offer options to the riders but we would prefer to have more useful options than the R1 maps offer.

“The Yamaha feels okay… It’s actually pretty similar to the other Japanese bikes ergonomically,” states Gauger. “The dash is easy to read and the riding position isn’t cramped, I just didn’t really like how wide it felt. It was also sort of heavy too, which made it a bit more-tricky to manhandle during low-speed corners and maneuvering it in parking lots.”

A tall first gear makes escaping stop lights on the Yamaha YZF-R1 harder than you’d expect from a liter bike. It requires a fair amount of clutch slippage to get it rolling and that made it difficult to get a perfect launch during drag strip testing. Fortunately the clutch lever action is light and offers good feel which offsets the fact that you have to really drag it to get a good launch. The rest of the drivetrain components including the six-speed transmission, final drive gearing (17/47) and slipper clutch were all rated highly and tied the Honda for second-highest honors.

In our acceleration tests the Yamaha registered a 0-to-60 time of 3.08 seconds which put it last along with the hard-to-launch 1198. Granted both those bikes and the RC8R all took more than three seconds to reach 60 mph. At the drag strip it finished the quarter mile in 10.38 seconds at 139.3 mph, which once again had it languishing near the back of the pack along with the Italian and Austrian Twins. We attributed to its modest engine power output paired with excessive weight and tall first gear to this showing. It gearing was very good for the track this time around, but it hurt the Yamaha in head-to-head performance tests.

Our Dynojet 250i revealed that the R1’s engine, despite being the most popular in terms of exciting the rider’s senses, ranked toward the back of the class in outright power. At 5000 rpm it’s cranking out the lowest amount of torque before eventually catching up with the Kawasaki, BMW and Suzuki for a moment. Shortly thereafter it belts out its peak torque of 75.65 ft-lb at 9000 rpm and then it begins to taper off. The Yamaha R1 does finish ahead of the high-strung ZX-10R in the torque battle but it doesn’t have the same horsepower to make up for it that the Ninja does. The horsepower curve mimics the Kawasaki at lower rpms but it eventually peters out early with its second-lowest in class total of 152.13 hp at 11,800 rpm. Only the 1198 makes less power but again, keep in mind that the 1198, RC8R, CBR, GSX-R and R1 are only five horsepower apart. It’s the pesky Ninja and S1000RR that make the rest of the field seem feeble with their 163 and 183 horsepower figures respectively. Like we mentioned already, what the R1 lacks in outright performance it sure makes up in personality.

In Yamaha’s defense it is operating with the second-quietest exhaust note of 79 dB as measured at idle and the quietest tune of 94 dB at half of max rpm (6750). Many of our testers were raving about how awesome the engine sounds with its guttural roar more related to that of a small-block V8 than a sport bike. Equally as pleasant is how well balanced the engine is, virtually devoid of annoying vibration except at very low rpm, the R1 never makes your hand go numb because of unwanted vibes.

Perhaps it was our heavy throttle hand, but the R1 registered the worst fuel mileage of the test and even finished behind the 200cc larger Twins. We recorded a 28.6 mpg average which equates to a range of 137.2 miles. For comparison the GSX-R was the second-worst Four-Cylinder and it registered 33.9 mpg. The ZX with its small fuel tank and average fuel economy offers the next lowest range at 154 miles, 17-more than the R1. Again, it’s hard to stay off the throttle on the Yamaha though – that engine just sounds so damn good that we would be willing to give up a few mpg just to hear it howl.

READ MORE - Yamaha R1


BMW refurbished its iconic Flat Twin Boxer with a new cylinder head and not an increase in displacement.

The new DOHC radial valve head delivers an extra 5 hp and 3 lb-ft of torque, as well as a 500 rpm higher redline.
It was expected that BMW would debut an upgrade to its iconic Flat Twin Boxer for the 2010 R series. Now the details are revealed, as 2010 motorcycle info leaks prior to the upcoming EICMA Milan Bike Show. Here’s what the spec sheets and PR machine say about the new Boxer.

Same Displacement: No, the Boxer is not gaining any CC. Bore and stroke is identical at 101 x 73mm with the 1170cc displacement unchanged.

New DOHC Cylinder Head: The 2010 Boxer cylinder heads feature cylinder head upgrades first used on the HP2 Sport. The DOHC design sources two chain-driven camshafts, with each camshaft controlling both an intake and exhaust valve in the radial four-valve head. The valves themselves have changed, with diameter increased on both intake (1.42-1.54 inches) and exhaust (1.22-1.30 inches), with valve lift also increased. Compression ratio is unchanged at 12:1, however, a new combustion chamber shape necessitates the use of red-designed cast-aluminum pistons.

Larger Air Intakes: New black throttle butterfly manifolds are larger, up 0.12 inches to 1.97, and work with redesigned intake manifolds and air filter element.

Performance Gains: All the motor tweaks add up to more power and a higher-revving Twin. Peak horsepower claims jump 5 hp to 110 total, with torque up 3 lb-ft to 88. The peak outputs come at a higher rpm, a respective 7750 (up 250 rpm) and 6000 (up 500 rpm). The redline jumps an extra 500 rpm as well, to 8500. Overall, BMW claims the modifications “provide a significantly more homogeneous flow of power and torque throughout the entire speed range.”

Throatier Exhaust: The exhaust system looks identical to its predecessor, but BMW promises a sweeter tune with a new internal structure to the rear can, along with an electronically-controlled exhaust flap. BMW describes the new decibels as “a particularly throaty Boxer sound naturally in full compliance with legal standards.” Naturally.

The new Boxer motor headlines the upgrades to three 2010 R-series machines announced by BMW: the popular BMW R1200GS and its Adventure sibling, as well as the R1200RT tourer.


Saturday, October 27, 2012

Ducati Diavel Cromo Specs

Ducati Diavel Cromo Specs
Type Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
Displacement 1198.4cc
Bore x Stroke 106 x 67.9mm
Compression Ratio 11.5:1
Power 162hp (119kW) @ 9500rpm (claimed at the crankshaft)
Torque 94lb-ft (127.5Nm) @ 8000rpm (claimed at the crankshaft)
Fuel Injection Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies with RbW
Exhaust Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers
Gearbox 6 speed
Primary Drive Straight cut gears, ratio 1.84:1
Ratio 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
Final Drive Front sprocket 15; Rear sprocket 43
Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run.
Frame Tubular steel Trellis frame
Front Suspension Marzocchi 50mm fully adjustable usd forks
Front Wheel 14-spoke in light alloy 3.50 x 17
Front Tire 120/70 ZR 17 Pirelli Diablo Rosso II
Rear Suspension Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm
Rear Wheel 14-spoke in light alloy 8.00 x 17
Rear Tire 240/45 ZR17 Pirelli Diablo Rosso II
Front Wheel Travel 120 mm (4.7 in)
Rear Wheel Travel 120 mm (4.7 in)
Front Brake 2 x 320 mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS
Rear Brake 265 mm disc, 2-piston floating calliper with ABS
Instrumentation Handlebar mounted instrumentation with LCD display: speed, rpm, time, coolant temp. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, ABS status, oil pressure, fuel reserve. Tank mounted instrumentation with TFT colour display: gear selected, air temp, battery voltage, trips 1 & 2, fuel reserve trip, average and actual fuel consumption and speed, trip time, scheduled maintenance. Full status and/or management of Riding Modes, DTC, RbW and ABS.
Dimensions and Weight
Dry Weight 210 kg (463 lb)
ABS Wet Weight 239 kg (527 lb)
Seat Height 770 mm (30.3 in)
Wheelbase 1590 mm (62.6 in)
Rake 28°
Trail 130 mm (5.12 in)
Fuel Tank Capacity 17L - (4.5 US gal)
Versions Dual seat
Standard Equipment
Standard Equipment Riding modes, ABS, DTC, RbW
Warranty 2 years unlimited mileage
Maintenance Service Intervals 12,000 km (7,500m)
Valve Service Check 24,000km (15,000m)

Motion exposes Ducati’s go-fast intentions, and for the Diavel, that begins with the motor. Strapped to Hypercycle’s dyno the Cromo produced 134.5 rear-wheel horsepower at 9400 rpm and 80.1 ft.-lb. of torque at 7900 rpm from its Testastretta 11° engine. Twist a handful of right grip and the deeply curved seat immediately makes sense. While it tends to lock its rider into a single position, the backstop it provides when unleashing the engine’s potential is welcome support considering the bike’s upright seating arrangement.

In the hands of MO’s dragstrip specialist, Duke put the Diavel through the lights at Famoso Dragway outside Bakersfield, California, in a very respectable time of 10.32 seconds at 131.29 mph. Corrected for temperature and air pressure, the ET converts to a seriously quick 9.95-second pass. Yes, we did run the Cromo against the VMax but we’re withholding that information for our upcoming shootout between these muscle-bike beasts.

The Diavel is fairly easy to launch and gets out of the hole quickly.

On the street and in the corners the Diavel Cromo blurs the lines between cruiser and sportbike. “Despite its cruiser pretense, this is one factory custom that doesn't need to shy away from a twisty canyon road,” Duke says. Despite its conservative rake and trail figures and its wide swath of rubber out back, initial lean-in is easy to achieve, but it’s leveraging that 240mm wide tire to its edge that’s trying.

“When you get it leaned over, the front feels like it's going to slide out from under you,” says Siahaan. “It won't, but you have to slowly work up to that level of trust with the Diavel.”

Another eminent performance attribute are the Diavel’s brakes. “Its Brembos are notably strong, but their initial bite might be a little too abrupt for anyone accustomed to typical cruiser brakes,” notes Duke.

The passenger grab handle disappears beneath the passenger seat when not in use, as do the passenger footpegs which discreetly fold away.

Included in the Cromo’s asking price is an array of electronic gadgetry such as ABS, DTC, riding modes and ride-by-wire throttle, while suspending the bike is a fully adjustable 50mm Marzocchi fork and a Sachs progressive linkage monoshock, both fully adjustable. As mentioned earlier, these components are identical to those on the lesser expensive standard model Diavel.

For a more detailed assessment of the Diavel’s performance read Pete Brisette’s full review, and stay tuned for our forthcoming shootout against the VMax.

For now, Duke sums the Diavel up best, saying it “impresses as much for what it isn't than what it is. It's not a typical cruiser nor is it a typical Ducati but a hybrid of cruiser and sportbike that delivers a pleasingly unique riding experience. There’s nothing else quite like it.”

READ MORE - Ducati Diavel Cromo Specs

Big Dog

Riding all day at freeways speeds is not only possible but can even be enjoyable. However, when you come to the off ramp, you better chomp on the full set of 4-piston PM's and bring the 'ol girl down to first gear and be happy they moved the kickstand rearward this year, because the ground clearance is pretty much what you'd expect, non-existent! Lean angle, what's a lean angle? Don't even bother hitting the twisties on a bike like this. Most guys stick to wide sweepers and freeways when enjoying the 'Ol Dog, instead of fighting their way through a couple hundred turns at 15mph.

As the only rigid framed chopper in the Big Dog lineup [The Pitbull model doesn't have the 8" stretch to its downtube like the Ridgeback and is 12" shorter in the forks.], most of the time the Ridgeback left me wishing it was the softtail version. The Big Dog "Chopper" has pretty much the same look and features as the Ridgeback, but includes a soft-tail type frame and rear suspension. If you want the comfort to ride from SoCal to Sturgis, the "Chopper" is your best bet and I'm anxiously waiting for a chance to prove it! The "Chopper" and "Ridgeback's" low-slung saddles put the rider "behind" the gas tank, sparing you from much of the windblast, kinda like a dual-purpose fairing. This helps to ease the usual strain that an ass-low, hands-high, feet-foreward riding position causes at sustained freeway speeds. Another "comfy" feature I found during my stint riding this beast, is the saddle length and foot-pegs. Although there is no pillion seat to speak of, the stock passenger pegs come in handy for lifting your butt off the saddle in a jockey type riding position, saving your spine on choppy roads. Slide back a few inches and settle on the high-point of the saddle for the thickest cush. When you do find a comfortable long distance riding position, you still need to be mindful of your fuel mileage.

As the only rigid framed chopper in the Big Dog lineup [The Pitbull model doesn't have the 8" stretch to its downtube like the Ridgeback and is 12" shorter in the forks.], most of the time the Ridgeback left me wishing it was the softtail version. The Big Dog "Chopper" has pretty much the same look and features as the Ridgeback, but includes a soft-tail type frame and rear suspension. If you want the comfort to ride from SoCal to Sturgis, the "Chopper" is your best bet and I'm anxiously waiting for a chance to prove it! The "Chopper" and "Ridgeback's" low-slung saddles put the rider "behind" the gas tank, sparing you from much of the windblast, kinda like a dual-purpose fairing. This helps to ease the usual strain that an ass-low, hands-high, feet-foreward riding position causes at sustained freeway speeds. Another "comfy" feature I found during my stint riding this beast, is the saddle length and foot-pegs. Although there is no pillion seat to speak of, the stock passenger pegs come in handy for lifting your butt off the saddle in a jockey type riding position, saving your spine on choppy roads. Slide back a few inches and settle on the high-point of the saddle for the thickest cush. When you do find a comfortable long distance riding position, you still need to be mindful of your fuel mileage.

The petcock's reserve position leaves about as much gas as you'll find in a Bic lighter. When you switch to reserve, hit the turn signal and find gas ASAP. One block of stop and go cruising on the Sunset strip cruising will deplete the reserve and leave you parked, if you're not watching for filling stations, I speak from experience.

Now that your 86 Testarossa & Miami Vice suit have gone out of style, you've latched onto the leather boy look of the HD crowd. However, your matching chaps and tassles actually seem to make you feel like just another midlife-crisis non-conformist strictly conforming to the pseudo-trendy fashions of the herd. Panic, horror, despair! What will you do? The folks at Big Dog Motorcycles think they've got an answer for you.
Personally, I think you're an idiot, if you actually go out and buy one of these pigs, but I'll be the first to admit that I simply "don't get it". On the other hand, EBass, our resident self-proclaimed "poseur", seems to think that Choppers (and probably disco, tattoos, cigars, piercings and Howdy Doody) are the cutting edge of "cool" and just the ticket to elevate him to moto-god status. Didn't somebody once say: "A sucker is born every minute"? Anyway, EBass decided it would be a good idea to use the MO name to wrangle one of these $27,000 rolling codpieces from a chopper manufacturer. Unfortunately, EBass decided to sell the story to another rag, so even though MO was legally responsible for the bike, we didn't really get anything out of it, aside from Fonzie using it as a prop to shoot nudie pics of a lady friend (see below for the rated-PG versions). Anyway, I digress... I must admit I was more than a little curious what a modern "state of the art" chopper would ride like and I did get a chance to spend some time on the Ridgeback, before it went back to its kennel.


Bridgestone Exedra


Typle: 805cc liquid-cooled 55° V twin, SOHC 4v/cyl.; dual
       anti-vibration countershafts
Bore & Stroke: 88 x 66.2mm
Compression ratio: 9.5:1            
Fuel: 36mm Keihin CVK
Ignition: electronic, digital
Valve-adjust intervals: 7,500 miles
Transmission: 5-speed, wet, multiplate clutch
Frame: steel backbone
Front suspension: 41mm fork, 5.9 in. travel
Rear suspension: one coil-over shock absorber, link
    type; 3.9 in. travel, adjustable for spring preload
Front Brake: 300mm disc
Rear Brake: drum
Wheels: 3 x 16 in.; 3 x 16 in. spoke
Tires: 130/90-16 , 140/90-16 Bridgestone Exedra            
Wheelbase: 63 inches (1600mm)
Rake/trail: 32 degrees/ 4.8 inch (122mm)
Seat height: 27.5 in.
Measured weight, full fuel tank: 575 lb.
Fuel capacity: 4 gallons
Fuel mileage: 45 mpg
Colors: red, purpley like

Really oversquare for a cruiser, at 88 x 66.2mm, it's actually a free-revving, enjoyable engine to play with, coupled to an agreeable, wide-ratio five-speed box and a nice, light clutch. Throw it in fourth or top gear (fifth), and it's easy enough to burble along from 30 to over 100 mph with very little fuss. A lone, 36mm Mikuni carburetor with an accelerator pump, no less, responds to the whip nicely once past the typical off-idle glitch (which one small washer shoved under the needle would probably fix).

This one's a 55-degree, single-crankpin twin, but with a counterbalancer and rubber mounts. It runs plenty smooth, vibration is not a problem, and in truth the ride's not at all bad. There's a linkage-mounted shock hiding underneath the hard-tail looking swingarm, with four inches of travel,and an also nicely damped 41mm fork. Along with the fat tires and a thick, nicely supportive seat, the Vulcan gives up a surprisingly suave ride. Get aggressive going round corners, though, and the Vulcan's pegs start dragging a bit early even by cruiser standards.

Other than that, what's not to like? Eee, well, we realize that beauty is in the eye of the beholder, but nearly everybody who beholds this beauty comes away wishing they hadn't. It's a Harley from Toon Town. Those "dual shotgun exhausts" might be cool if not for the black things in the ends which so obviously reveal the true diameter of your exhaust flumes; the motorcycle equivalent of getting caught stuffing socks down your pants. The front fender is a tire mullet.

Maybe it's not even the individual parts as much as the disharmonious way they all fit together? This is one ugly motorcycle, but one which, in its defense, looks good in family photos next to sister 800 Drifter and cousin 750 Vulcan.

But hey, that's just my opinion. My boy won't be seen in shorts if they don't extend past his knees. Tattoos and piercings and shaving your head are "in." I always liked Camaros and still do. I'm afraid of Julia Roberts' lips. Rap is a waste of oxygen. I'm hopelessly out of touch. If you like the Vulcan, you should get one; functionally it's a great personal transportation unit.

READ MORE - Bridgestone Exedra

Suzuki introduced their Volusia 800

Engine: 805cc, four-stroke, liquid cooled, 45° V-twin,
SOHC, 8-valves, TSCC
Bore & Stroke: 83.0 x 74.4mm
Compression Ratio: 9.4:1
Carburetor: Mikuni BDSR34
Lubrication: Wet Sump
Ignition: Digital/transistorized
Starter: Electric
Transmission: 5-speed
Final Drive: Shaft Drive
Overall Length: 2510mm (98.8 in.)
Overall Width: 985mm (38.8 in.)
Overall Height: 1110mm (43.7 in.)
Seat Height: 700mm (27.6 in.)
Ground Clearance: 140mm (5.5 in.)
Wheelbase: 1655mm (65.2 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension:  Link-type, oil damped, 7-way
adjustable spring preload
Front Brake: Single hydraulic disc
Rear Brake: Single drum
Fuel Tank Capacity: 17 liter (4.5 gal.)
Claimed Dry Weight: 239kg (526 lbs.)
Color: Black/Blue, Silver/Silver

Suzuki introduced their Volusia 800  is smooth, but too cold blooded. Takes a looong time to warm up, even with full choke. Bars felt wide, but wasn't uncomfortable. I like the digital odometer and clock stuff. Brakes could be better, but modulated well. It has a solid transmission.

Suspension felt really soft, but that wasn't surprising. Chassis feels solid (though it should considering it is made of metal.) The only thing not to like? The rather bland styling. It gets lost in the crowd.

The forks are set out at a 33° angle and the shock works through a link-type system to smooth the ride over the Volusia's 65.2 inch wheelbase. Seven positions of preload adjustability are available out back, though there's no concession made for either rebound or compression adjustments at either end.

The thing that so many of us like about the smaller-displacement cruisers is the way they rev, and this Suzuki will wail. There's none of that rev-limiter cutting in seemingly right after you've released the clutch and get underway. The Volusia likes to run, and by the time you realize there's no hard limiter to bump into (the Volusia uses a soft limiter) you've already grabbed another gear and are on your way.

READ MORE - Suzuki introduced their Volusia 800

Monday, October 22, 2012

Spec Byson

The other difference is the rear tyre size of the Spec Byson which is a 120 section one. The Indian Yamaha FZ-16 sports a rather flat shaped 140 section radial tyre. The shape of the rear tyre of the Byson is also rounder in shape compared to the flatter 140 section on the Indian FZ.

The Yamaha FZ doesn't have the best reputation for fuel efficiency among 150 cc bikes in India. The culprit could well be the broad contact patch of the wide tyre of the FZ.

Engine Type: 4 stroke, air cooled, 4-valve, single cylinder, SOHC, DTS-i
Displacement: 13.66cc
Max Power: 13.5Ps @ 9000rpm
Max Torque: 11.4Nm @ 7500rpm
Bore x Stroke: 54 x 58.8
Compression Ratio: 9.8:1
Gear Box: 5 Speed (Pattern- 1 Down, 4 Up)
Starting: Kick + self start
Front Suspension: Telescopic front fork with antifriction bush (Stroke 130)
Rear Suspension: Trailing arm with Co Axial Hydraulic cum gas filled adjustable shock absorbers and triple rate coil spring
Front tyre: Tubetype Unidirectional 2.75 x 17″
Rear tyre: Tubetype Unidirectional 100/90 x 17″
Front Brakes: 240 mm Disc Brakes
Rear Brakes: 130 mm Drum Brakes
Fuel Tank: 8 liters, 2.5 liter reserve (1.6 liter usable)
Headlamp: 35/35w
Electricals: Full DC
Wheelbase: 1325mm
Ground clearance: 170mm
Kerb Weight: 122 kgs
READ MORE - Spec Byson

Friday, September 28, 2012


OFICIALES HONDA ESPAÑA. ULTIMA UNIDAD EN OFERTA, COLOR TRICOLOR. Motos nuevas, garantia oficial de Honda, tres años de garantia ( consultar condiciones ) +Gestionamos tu seguro mas economico del mercado. +Te hacemos un 20% de dto en boutique y accesorios en el momento de la compra y te regalamos nuestra tarjeta VIP para que tengas un 10% dto en boutique y accesorios y un 5% dto en taller de piezas y mano de obra para siempre. DISPONEMOS DE TODA LA GAMA DE HONDA: anf 125 cbr 125r cbf 125 vtr 250 xl 125v varadero 125 innova s-wing 125 lead 100 lead 110 vision 110 passion 125 scoopy 125 scoopy 300 pcx 125 swt-400 silverwing 400 silverwing 600 abs forza passion 150 crf 150 crf250r crf450r crf250x crf450x crf50f crf70f crf100f cbr 250 cbr 600f cbr 600 f cbr 600rr cbr 600 rr cbr 1000 cbr1000rr cb1000r dn01 vfr800 vfr 800 vfr 1200 goldwing nt 700 deauville 700 st 1300 pan european cb 1300 cb 600f hornet cbf 600s cbf 600n cbf 1000 vt750 vt750s vt1300 nc700x xl1000 varadero 1000 transalp 700 xl 700 integra. -Financiamos tu moto en el momento en hasta en 84 meses con un 0% de gastos de cancelacion total o parcial o bien con nuestro producto motofacil que puedes acceder a tu moto en 24 y 36 meses con unas cuotas minimas y despues quedandose con la moto pagando su valor residual, re-financiando este valor residual o bien devolviendo la moto. -Transporte: enviamos tu moto en madrid desde 30 euros, enviamos las motos por 80 euros a las provincias limitrofes a la comunidad de madrid y 100 euros al resto de la peninsula. -Disponemos de un servicio express de revisiones, en el que pidiendo cita llamando a nuestras instalaciones te hacemos la revision en aprox 2 horas para que puedas llevarte tu moto en el momento. -Aceptamos tu moto o coche como parte de pago (consultar condiciones). Tambien gestionamos su venta. -Disponemos de 1000 m a tu disposicion con una amplia exposicion de motos nuevas de todas las marcas y modelos del mercado y una amplia exposicion de motos de 2ª mano revisadas en mas de 80 puntos y garantizada por 12 meses de piezas y mano de obra para mayor tranquilidad de nuestros clientes. -Visita nuestra zona OUTLET, donde tendras un 50 % de descuento en chaquetas, cascos y botas.

Thursday, September 27, 2012


OUR AR22 INCONEL SYSTEM: YOUR QUESTIONS ANSWERED> Inconel is superior to Titanium and Stainless for exhaust manufacturing due to the following: Unlike Titanium it will not burn through, it can be as thin as 0.37mm wall due to it's unrivaled strength. It disperses hot gasses far quicker as it retains heat 6 times more efficiently than Titanium, this helps get rid of the gasses quickly, (you often see Ti & stainless systems with wraps around them, this is to keep them as hot as possible so they get rid of the gasses quickly). By holding high temperatures this keeps the ambient temperature low, it also cools down very quickly. In a like for like full system test of the Evo Titanium full Akrapovic against our full AR22 Inconel system on the same bike on the same dyno with pcV our system gave 5BHP more power.

BMW S1000RR released

BMW S1000RR released
some good news about the release date of new motorcycles 2012 BMW S1000RR will soon we know in the near future. 2012 BMW S1000RR is a new motorsport which reportedly will have many changes from previous versions of the BMW S1000RR. Reportedly, the changes in 2012 BMW S1000R is on machine parts, electronic systems and also a new color. Changes to the engine, it will make the better engine performance and also provides a stable engine performance when we drive on the street. It is indeed a very good development, especially for those of you lovers of BMW Motorsport.

Of course, we know that BMW S1000RR previous version using the engine capacity of 1000cc and capable of providing optimal power when we drive. However, we think that the problem on the BMW S1000RR previous version is on the chassis that are less stable and has a stiff impression. If this is the 2012 BMW S1000RR was released with the new changes, hopefully the problem has been fix by the designers of BMW S1000RR.
Reportedly, the 2012 BMW S1000RR will be released in two different versions and also with the new colors. However, for now we are not certain about the two versions. As for the 2012 BMW S1000RR Release Date and also about a new colors, reportedly will revealed in Milano, Italy in November.  However for the exact release date of 2012 BMW S1000RR and also about the new colors, you can contact the BMW Motorcycle Dealers in your city.

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READ MORE - BMW S1000RR released

GP Dual 70mm Slip-On system

Laser Engineering once again sets the X-Treme edge in their new GP Dual 70mm Slip-On system for the 2010-2011 R1000SS.
WARNING: Sounds robust and threatening under acceleration. Deep Tone and Crisp! A Visual and Aural beauty! However, you may leave the removable baffles installed for a Street Legal Deeptone Sound.

The BMW S1000RR, if anybody doubted BMW's ambition to break away from their motorcycle touring heritage and compete head-to-head against the best road-going sportsbikes the Japanese – or anyone else – can build, there is no doubt now looking at the BMW S1000RR.

The BMW S1000RR engine – a short-stroke, wide-bore, high-revving transverse inline four – is relatively conventional, featuring a few minor innovations and the most advanced engine management seen on a motorcycle in this class, but no radical new technology. This is because BMW's engineers looked at all available options, then chose the ones they felt were the best solution, rather than choosing them for the sake of being different.

BMW's engine design is compact, light and easy to produce. Again BMW did not want to be different just to be different. The inline four engine design has a long and successful history for a reason.

Similarly, the BMW S1000RR's chassis features the very latest thinking – including sophisticated and fully integrated optional anti-lock braking and traction control systems – doesn't stray from the established Japanese set-up of aluminum beam frame and swingarm, used forks and shock, and four-piston radial brakes.

Despite the BMW S1000RR's similarity to existing 1000cc sportsbikes – plus the absence of traditional BMW traits, such as shaft drive and alternative suspension – BMW are keen to point out th S100RR is very much a product of the BMW factory.

READ MORE - GP Dual 70mm Slip-On system

CRG GP Cable Clutch

CRG GP Cable Clutch
Serious Road Racers, Sport Street Riders, and Supermotard Racers have searched for a cable clutch lever with the features to address the demands of hardcore asphalt riding. Variable Leverage ratio allows for a lighter or heavier clutch pull, and also allows for a tunable clutch modulation. The CRG GP Cable Clutch lever features 30mm / 26 mm / 22mm Pivot to Anchor Center positions enabling the rider to find the right ratio for the given bike or conditions. Top level riders are frequently adjusting clutch cable slack to compensate for thermal and wear changes in the clutch system during racing and riding situations. The CRG GP Cable Clutch features a large detent style adjusting wheel to manually adjust the cable slack. Additionally, we have innovated a unique “Racheting Thumb Pad” which allows for adjustment of cable slack at a defined limit, 60 degrees of turn, per engagement. An added benefit of the rachet pad is that the rider need not remove his hand from the grip in order to adjust the cable slack. The CRG GP Cable Clutch has infinitely adjustable static positioning. By turning the “Micro Clicker Knob”, the optimal static (open rest) position of the lever can be tuned in for rider preference depending on variables of hand size, grip diameter, glove thickness, and hand fatigue. Another high quality feature of the CRG GP Cable Clutch is the Ball bearing pivot. Ours is not the only clutch lever with ball bearings, but CRG takes this element to a new benchmark. With two 16mm outer diameter shell bearings, spaced in a wide clevis configuration, no other clutch lever can offer a similar level of smooth action, while eliminating lateral slop / play. Crash protection. The CRG GP Cable Clutch has two features which address potential damage in a tip over condition. First, the lever has a outer section and inner section which are connected via a folding hinge. The hinge in held in its normal position utilizing a heavy load detent / ball / spring. When hit at the lever tip, the lever is allowed to hinge away from a potentially damaging blow. The lever can then be pushed back to its normal position, where the ball / spring / detent clicks the lever back into its normal position. Additionally, the lever is clamped to the handle bar with a Teflon sleeve between handlebar and perch clamp. This feature allows the entire assembly to turn on the handle bar should the lever or perch assembly be impacted in areas other than the lever tip. Applications: The CRG GP Cable Clutch assembly was developed to work with a large range of motorcycles utilizing a cable actuated clutch, and 7/8" (22mm) diameter handle bars. Cable Housing end to Cable anchor center (range of adjustment) 38mm - 53mm. Maximum Cable anchor Diameter 8.50mm. Maximum Cable Housing Diameter 8.00mm. Maximum Cable Diameter 2.50mm.
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Honda launched

Honda launched a limited edition of the Unicorn. The Unicorn Grand Prix Edition has nothing other then a new paint scheme and some stickers. “The limited edition Unicorn Grand Prix Edition is derived from Honda’s racing DNA. The sporty graphics reflect true racing attitude.” says Honda but if sporty graphics and new paint schemes would give more horses then this Lamborghini would become the fastest car, faster then the Veyron. Welcome to the Mike Hailwood 350/4 project. This page has been established for the benefit of a customer, on the U.S. east coast, who contracted me to build two 350/4 cylinder GP racer replicas. Using photographs, you will be able to see the progress as the project moves through the various stages all the way to final completion of the race bikes. I hope you enjoy seeing the progress as these beautiful machines are saved from the salvage yard and reborn as track ready vintage racers providing lifelong enjoyment to the new owners. 350/4 cylinder to remain stock for part's endurance, per customer request Race engines built upon request with 6 speed gear box Clean/Inspect parts Valve job Mild port job on stock engine. Full race port available Gaskets matched Leak down engine test Check for overbore Replace bolts with allen head where possible New clutch plates & springs Perform Dyno run Glassbead engine components and refinish engine cases Oil cooler with black braided hose Powder coated aluminum breather tank with braided hose, returned to clutch cover All cooler and breather hoses have "AN" fittings No worm clamps are used Safety wire complete bike and some engine components Oil pressure gauge added Machine filter housing for oil cooler lines
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Monday, July 16, 2012

Vulcan 750

Engine Kawasaki's 2005 Vulcan 750 was equipped with a liquid-cooled 749 cc eight-valve, four-stroke V-Twin engine with a dual overhead camshaft. The engine featured a 3.3-inch by 2.6-inch bore and stroke. With an electronic ignition and a 10.3-to-1 compression ratio, the Vulcan 750 contained a Keihin CVK34 x 2 fuel system, a 3.6-gallon fuel tank and operated on a five-speed manual transmission. The Vulcan's engine was rubber mounted in a high-tensile, double-cradle steel frame, which caused less vibration at the foot pegs and handlebar. Equipped with hydraulic valve lash adjusters, the Vulcan 750's liquid-cooling ability made its engine more durable. The motorcycle, was a rear-wheel drive model and operated on regular gasoline. Dimensions The 2005 Vulcan 750 measured 90.4 inches long, 33.5 inches wide and 48.2 inches tall. It had a 62.2-inch wheelbase, a comfortable stepped seat with a seat height of 28.9 inches and 5.9 inches of ground clearance. The Vulcan 750 weighed 483 lbs. The bike was equipped with a 100/90 x 19 tubeless tire on the front and a 150/90 x 15 tubeless tire on the rear. It featured a dual-disc front brake and a drum brake on the rear. Suspension The 2005 Vulcan 750 featured a hydraulic telescopic fork front suspension with 5.9 inches of travel. The rear suspension featured air-assisted dual shocks with four-way rebound damping and 3.5 inches of travel. According to Power Sports Network, the bike's suspension provided it with a controlled and smooth ride. Miscellaneous Kawasaki's 2005 Vulcan 750 motorcycle was equipped with full instrumentation panels, including fuel level and coolant temperature gauges. The bike also was equipped with an easy-shifting gear box that featured Kawasaki's exclusive Positive Neutral Finder, which enabled the rider to easily and accurately shift from first to neutral when stopping. Based on a rider's review, Power Sports Network gave the Vulcan 750 five out of five stars in c omfort, quality, reliability and performance, earning the bike an overall five-star rating.
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Monday, April 9, 2012

The Grizzly 700

The Yamaha Grizzly 450 is the middle-tier member of Yamaha’s Grizzly family. While it doesn’t come with the simplicity of the entry models or the high-end specs of the top-of-the-line versions, it does offer a variety of features that has made a proven commodity.

The Grizzly 700-inspired front-end styling boasts plenty of unique details, including a convenient water-resistant storage compartment on the front fender. There are also steel cargo racks with a special paint finish that features a combined cargo capacity of 264 pounds; a large-capacity, 4-gallon fuel tank with a built-in gauge and easy-to-reach petcock valve; wide, fully integrated floorboards to keep riders’ feet dry and feature serrated footpegs for extra grip in wet conditions; large front and rear fenders with inner guards that offer excellent mud/splash protection; and, dual, bright multireflector 30-watt Krypton bulb headlights with high and low beams.

The engine is a 421cc, 4-stroke, liquid-cooled single engine that comes with a semi-oval slide 33mm BSR Mikuni carburetor and a high-output DC-CDI ignition system that delivers tremendous throttle response and engine performance across the board. The whole technical set-up also includes a large-capacity aluminum radiator that provides maximum cooling efficiency, a stainless steel muffler and header design that has superior power characteristics, exhaust sound and durability, and a specially-designed drive system air intake vent that helps prevent overheating and keeps water and mud from entering drive case.

As far as handling is concerned, the Grizzly 450 has a lightweight chassis that has outstanding durability with superior rigidity for class-leading agility and handling. This is complimented by a fully independent four-wheel double-wishbone suspension that features a suspension on the front and rear, delivering 6.3" and 7.1" of travel, respectively. Large-diameter ventilated hydraulic front disc brakes deliver tremendous stopping power to round out the set-up of the sturdy Yamaha ATV.
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