2011 Yamaha Super Tenere First Ride


2011 Yamaha Super Tenere Side View

2011 Yamaha Super Tenere is assuredly on US shores…almost. Yamaha hosted moto-journalists afresh in admirable Sedona, Arizona, area we were able to put the Tenere through its paces on paved anchorage and dirt. The new chance tourer fast became a admired of RoadBike Editor Steve Lita. Upright ergos and an all-day adequate bench accumulated with acceptable wind aegis and a absolute apparatus console to accomplish the ride go by quick. The Tenere (pronounced TEN-aray) has ABS, adjustable absorption control, and two drive modes; Sport and Tour. Put a drop bottomward at your bounded Yamaha banker today and you could be one of the aboriginal to accept his Super Tenere back they alpha accession in the US in May of 2011. Read all about it in the March 2011 affair of RoadBike, area you can additionally access our Caption Contest to win the analogous Tenere Casio Watch.

2011 Kawasaki Ninja 1000 First Photo

2011 Kawasaki Ninja 1000 First Ride

The new Kawasaki Ninja 1000 has sportbike attitude and clarification with a real-world, comfortable, sit-up basement position. Mounting a set of bendable bags, I adapted the 3-position windshield to its accomplished ambience and took off afterwards the US columnist barrage in Mill Valley, CA and spent three added canicule benumbed about littoral California. 1000 afar later, I had a boatload of abundant pictures and a abundant consequence of the powerful, adventurous ride.

Sexy Girl and Motorcycle Wallpapers

Sexy Girl and Motorcycle Wallpapers This wallpaper is a combination of sexy wallpapermotorcycles which girl very beautiful and motorcycle very cool. so enjoy for download and wallpaper

sexy girl and   motorcycle Wallpapers

YZF-R15 One Make Race Championship – Season 2010 inches closer to culmination


Chennai, December 2nd, 2010: After successfully zooming through four rounds of R15 One Make Race Championship, India Yamaha Motor Pvt. Ltd. is set to organize the fifth & final round of the championship. The final round of 5 leg championship, organized as part of SIDVIN-FMSCI National Motorcycle Racing Championship 2010, will be held on 4th and 5th December at Madras Motor Race Track in Sriperumbudur. This year, Yamaha R15 One Make Race Championship was open to participation from both Yamaha and Non-Yamaha customers.
Riding on Yamaha’s Super Sports YZF-R15, the contestants experienced the breathtaking acceleration of the bikes on a race circuit. Loaded with true Yamaha DNA – Performance, Innovation & Design, YZF-R15 provided complete racing experience to the biking enthusiasts and hands on feel of its riding, cornering and braking abilities. Yamaha made their experience more exciting by mounting Daytona Racing kits in the bikes. The racing kit includes Racing Exhaust system, Racing ECU (Engine Control Unit), High Lift Cam Shaft and Petal shaped large Disc. These kits are developed using valuable experience gained from MotoGP racing and are designed exclusively for racing purposes in a closed circuit.
Commenting on the occasion, Mr. Yutaka Terada, Director – Sales & Marketing, India Yamaha Motor Pvt. Ltd. said, “All the four rounds of Yamaha R15 One Make Race Championship have been very exciting. We are very happy with the level of participation and responses from our customers. Our mission is to revolutionize the biking culture in India by giving Indian youth an exposure of international level racing competition and we commit to continue to organize more such racing events in the future.”
Two riders (One from each Class: NOVICE & EXPERT) will be given a chance to participate in the “YAMAHA ASEAN CUP RACE” to be held in Malaysia later this month. The riders can further get a chance to compete in “ASIA ROAD RACE CHAMPIONSHIP RACE 600cc Class” based on their performance in Yamaha ASEAN Cup Race-2010. Rider selected based on his results in the ASIA ROAD RACE CHAMPIONSHIP RACE 600cc Class can make his Life Time Dream come true as he could get a chance to participate in the Grand Prix.
The technology in YZF-R15 has percolated from YZF-R1 (Deltabox frame/ Fuel Injection/ 6 speed gearbox/ styling/ Liquid Cooled 4V engine). Just like R1, it is light weight, has power on demand, besides having centralized mass, stopping power, aerodynamics, ergonomics and stability/rigidity. It also has the controllability and maneuverability to maximize riding/ cornering/ braking performance.
Yamaha’s corporate culture has always given special importance to Motorsports as a way of expressing the ‘Spirit of challenge’ the company values so highly. R15 One Make Race is one of the biggest initiatives by Yamaha to take racing culture to new heights in India and has proved to be very successful in its objective. Carrying forward the racing legacy, Yamaha aims to take the racing culture and spirit in India to the next level.

Motorcycle Pictures of the Week - Frank

motorcycle pictures of the weekHere are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Frank on his 2011Honda Gold Wing 1800. We need more pictures of men and women with their motorcycles. Get your picture in. For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

Extreme motorcycle modification


motor modification is very extreme but if observed so funny, because the bike is like a mustard modifications such as rats are happy so seems to be very funny at all. said motor is sometimes used to go to work, wao clear so many people's attention

New Motorsport Modification | The Kobra Electric Motorcycle




The Kobra Electric Motorcycle



The Kobra Electric Motorcycle

Electric motorcycles are accepted for their abridgement of address back it comes to styling, but one Italian artist has managed to appearance us altered back he came up with the Kobra project. The all-electric motorcycle abstraction by Cristiano Giuggioli is not alone a acceptable attractive zero-emission motorbike, but is additionally able to amuse every rider’s needs.

motorcycle, motorbikes | modification | 2011 Aprilia Dorsoduro 1200 Review

I’m sliding out of every roundabout and each corner. The roads are slippery, but it’s mostly due to the fact that the pace isn’t high enough yet for the hard Pirelli tires. Later when the pace is higher I gain the confidence needed on deadly exciting narrow mountain roads. I continue to insist on riding the maxi-motards supermoto style. I have a lot more fun riding them that way and it’s just as fast a riding style as the conventional knee-down style, if not faster.

You may not normally associate foot-down riding with a bike of this size, but the Dorsoduro begs for it.
The Dorsoduro 1200 is liquid-cooled just like its little brother the 750. Due to this there’s a wide radiator messing with the supermoto riding style a little as your boots can’t reach as far forward to the front wheel as on a proper motard.
Despite its heft, the Dorsoduro handles corners with great agility.
The new steel-trellis frame might look the same as on the 750, but it’s stronger and stiffer and hence a little heavier. Aprilia has compensated a little by making the rear subframe lighter, but there’s no reason to think that improvement won’t benefit the 750 in the future. The Dorsoduro 1200 tackles the corners with great agility and that supermoto feeling where you can place the front wheel exactly where you want.
The Dorsoduro 1200 is a fairly heavy machine (457 pounds claimed dry weight) compared to something like the Ducati Hypermotard but with 30 extra horsepower to compensate. The chassis is ultra stable for this type of bike. Nailing the throttle out of first and second gear corners there’s nothing but smoothness with the correct traction control and riding mode selected.
"The Dorso 1200 just feels nimble and willing to all inputs."
Riding a supermotard to the limit sliding in and out of corners requires some superhuman skills on something like the SXV. The Dorsoduro 1200, however, allows the street-riding public to approach some of those skills in a safe way. With that big 1197cc engine and stiff chassis, I couldn’t feel anything resembling that of riding a heavy bike. The Dorso 1200 just feels nimble and willing to all inputs.
The suspension from Sachs features a 43mm USD fork with a full 160mm travel. The cantilever-style Sachs shock at the back allows 155mm of travel. The long travel allows you to brake deep into corners, and should there not be enough grip, a slide is controllable. At the rear it’s the same story, and the suspension is ready for pretty much any abuse you can think of. Riding in a straight line or even cruising the suspension isn’t too hard and soaks up bumps nearly as well as a full-on supermoto.

The long-travel fork encourages riders to brake deep into corners.
The steering angle, despite the big radiator at the front, is free and quick allowing you to make U-turns quicker than a city scooter. One of the great things about off-road and supermoto bikes is the freedom of that front wheel to be placed exactly where you want it to be. The rest of the body simply has to follow in the fashion you decide be it sideways or not. The Dorsoduro takes you toward that freedom while motorcycles like the Shiver don’t.
Radial Brembo brakes bite down on twin 320mm discs up front to provide ample stopping power.
The double 320mm disc setup with radial Brembo brakes ensures plenty of power for braking maneuvers, and the 240mm rear disc with a one-piston Brembo caliper takes care of the sliding into corners nicely. In most markets the Dorsoduro 1200 will be delivered with ABS as standard. I can cope with ABS on the Shiver, but not on the Dorsoduro. The ABS works just fine as a safety feature on a rainy day, but for any other weather condition I’d prefer it off, and luckily Aprilia allows that. The ABS always turns on automatically after turning the ignition completely off and then on.
The 1197cc liquid-cooled 90-degree-vee engine has got that full and rich V-Twin feel that’s missing on the 750. The midrange is rich with torque and Twin goodness, and it accelerates in a rewarding fashion all the way from 4000 rpm and up to the max power of 130 hp at 8700 rpm. In high gears with low load there’s a fine push from 5000 revs. Maximum torque of 84.8 ft-lb at 7200 rpm ensures plenty of momentum even at much lower rpm, exemplifying of a nice and flat curve.
Along with providing rich midrange torque, we suspect the Piaggio-built V-Twin will offer high mileage reliability.
Aprilia has got two sides to it: the full on racing heart represented by the SXV/RXV and RSV4, and the bona fide road bikes represented by the Dorsoduro and Shiver. The difference is that the racing engines are 100% Aprilia-engineered while the 750/1200 engines are Piaggio (which of course also includes Aprilia) -engineered. This is good news if you’re worried about high mileage reliability on as few dealer service appointments as possible.
The new 1200c 130-hp engine isn’t stressed at all, and there’s good reason to expect a touring machine featuring this engine in the near future. The Dorsoduro 1200 accelerates up and above 125 mph easy as anything. On the motorways there’s naturally lots of wind resistance due to the upright riding position, but the seat is long (and a lot comfier than a real supermoto), and I could slide backwards and tuck my off-road helmet nearly low enough to take advantage of the small racing number-plate-style wind cowling. The mirrors provided a decent enough rearward view without too much vibration. There’s no weaving from side to side at high speed such as is typical on a 650cc single-cylinder bike.
Back on the twisty mountain roads is where the Dorsoduro 1200 really shines. In most markets the traction control will be delivered as standard with the ABS. The TC system is basically the same as on the ultra superbike RSV4 Factory APRC but with lots of features and functionality removed. The lower-spec traction control is also all you need on a bike like the Dorsoduro, and it’s adjustable on three levels plus off. I found that it gave me a lot of extra confidence just riding fast with the traction control on setting one which is the least intrusive setting. Move up to two and three and more and more torque is removed from the lower rpm calculations based on pre-programmed maps. Level three along with ABS and the Rain riding mode should allow you to pin the throttle on snow and ice, but it wouldn’t be fun.

Rider aids like traction control can help less experienced riders grow with the bike.
The whole point of all these rider aids is that you can, if you wish, tame the beast completely. The best part is perhaps that if you as a less experienced rider want to measure and control your own progression into the high-performance world of motorcycling, you can do this on one bike. Experienced riders like me will have to put up with the annoyance that you can’t change everything while riding. Only the three riding levels of Sport, Touring and Rain can be adjusted while riding, and it’s not in rapid fashion as the throttle must be off and there’s the odd three seconds or more wait which is too much while on the move unless you’re alone on the road.
If you like to pull some wheelies, which by the way is a major selling point of the 130-hp Dorsoduro 1200, then the traction control needs turning off because there’s some calculations needed from the front wheel that simply disappear when the wheel is in the air. That makes the system think it should cut power, which it does. A short wheelie is still possible, but not the long second-gear ones that you really want.

Conclusion
The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there. The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun. The Dorsoduro 1200 is better in every area than the 750, and the traction control prevents serious palpitations exiting the corners with big throttle openings on high lean. Despite the large capacity it feels much smaller than BMW’s HP2 for instance. Compared to a proper supermoto, it’s big and heavy, but surely you knew this already so it’s not a point of complaint. Due to the fact that it’s liquid-cooled and reliable, sturdily built and with useful safety features, I’m inclined to say that the Dorsoduro 1200 might be one of the city commuter’s best choices in 2011.
You’ll be seeing the Dordoduro 1200 at U.S. dealerships soon!
The Dorso 1200 will arrive in North America in the spring of 2011 at a price yet to be announced.

 Highs:     Lows:
  • The new 1200 engine is rewarding and flexible
  • Traction control for safety and fun
  • Great chassis, suspension and brakes
  • Traction control changes can’t be adjusted while on the move and the change take too long
  • Tires are okay, but not the best option

motorcycle modification | motorbike design style | TVS unveiled new Velocity 160 at Jakarta auto Show

The TVS Velocity 160 is showcased in the recent motor bike event at Jakarta for the first time. The TVS motor bike lovers are just expected a spectacles motor bike from TVS manufacturing company. The TVS manufacturing company has invented an innovative motor bike for the young generations of India, named as TVS Velocity 160.
TVS Velocity 160
TVS Velocity 160
The look of the brand new TVS Velocity 160 is just outstanding. This motor bike is designed in such a way that is looking like a redefined model of the TVS Apache RTR. The chassis of the brand new TVS Velocity 160 is compacted with the customized fibre glass and the bike also has the customized swing arm. The rear side tyre of this motor bike is so wide. The broad tyre is providing the sporty look to this motor bike. The front side tyre is like Battlax with the measure of 120/70-17 and the measure of rear side is 150/60-17.
TVS Velocity 160
TVS Velocity 160
This motor bike is very friendly with the street of India and this bike provides the real pleasure riding to its rider. The TVS Velocity 160 has the more powerful engine comparison all low budget motorbikes in India. The engine of the TVS Velocity 160 produces the boosted power equally to the bike. The TVS Velocity 160 will be the most efficient bike for this year.
TVS Velocity 160
TVS Velocity 160
The cost price of this motor bike is very low and affordable for all. This motor bike has the largest numbers of features with very stylish look. There are so many various and advanced features are equipped in the new TVS Velocity 160. There are millions of automobiles companies in the domestic market of India. TVS is one of the leading automobiles manufacturing company in India.
TVS Velocity 160
TVS Velocity 160
There are so many models of the TVS automobiles companies are available in the domestic market of India like TVS Max 100, TVS victor, TVS victor GLX, TVS star city, TVS Flame, TVS Jive and many more. The TVS automobile company has the largest number of customer in all over the world. Most of the Indian young guys are just crazy about the TVS motor bikes. TVS is the most trusted and well known motor bike company among all other motorbike manufacturing companies. TVS is famous for its superior quality motor bikes with the gorgeous looking. The TVS motor bike manufacturing company has got the bike of the year 2009 for its amazing motor bike TVS Apache.
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Yamaha Super Tenere First Ride

Yamaha Super Tenere

Yamaha Super Tenere
Yamaha Super Tenere is assuredly on US shores…almost. Yamaha hosted moto-journalists afresh in admirable Sedona, Arizona, area we were able to put the Tenere through its paces on paved anchorage and dirt. The new chance tourer fast became a admired of RoadBike Editor Steve Lita. Upright ergos and an all-day adequate bench accumulated with acceptable wind aegis and a absolute apparatus console to accomplish the ride go by quick. The Tenere (pronounced TEN-aray) has ABS, adjustable absorption control, and two drive modes; Sport and Tour. Put a drop bottomward at your bounded Yamaha banker today and you could be one of the aboriginal to accept his Super Tenere back they alpha accession in the US in May of 2011. Read all about it in the March 2011 affair of RoadBike, area you can additionally access our Caption Contest to win the analogous Tenere Casio Watch.

motor sports |new motorcycle |modification |2011 Harley-Davidson Sportster XR1200X Review

Ask and ye shall receive.
The squeaky wheel gets the grease.
Good things come to those who wait.
Patience is a virtue…
Those cliché adages sum up perfectly the American motorcycle market’s experience with a specific Harley-Davidson model: the XR1200.
When Harley announced in late ’07 the XR1200 as a 2008 European-only model, the decision seemed confounding to Americans who couldn’t buy the Americana-infused XR.
Here’s the XR1200 that we didn’t get first.Here’s the XR1200 that we didn’t get first.
First and foremost because it is, after all, a Harley-Davidson; secondly because its styling is directly inspired by the iconic XR750, Harley’s famous, purpose-built flat-track dominator.
It seemed crazy the States wouldn’t see this “all-American” machine. However, sensible marketing logic was behind excluding the XR1200 from the U.S. market.
As we’ve noted in numerous reviews, the European sport-standard segment is remarkably stronger than is the same segment in the U.S. For reasons not very well understood, we just don’t seem to have an appetite for the nakeds and standards.
Despite this reality of poor sales for sport-standards in the U.S., Harley said it heard enough requests for the XR from its home market, and so by the end of 2008 the Milwaukee-based company introduced the XR1200 for America as a 2009 model.
Now we, too, get the new XR1200X that was first released in Europe. For 2011 the X model will come in White Hot Denim or Black Denim colors and will replace the XR1200.Now we, too, get the new XR1200X that was first released in Europe. For 2011 the X model will come in White Hot Denim or Black Denim colors and will replace the XR1200.
As something of a cautious homage to the original XR750, the XR1200 saw an initial limited run of only 750 units. Hurray for us anyway!
However, only one year later we were back in that “Europe first” loop.
For 2010 the European market received the XR1200X: an XR with uprated suspension and some additional touchups. American XR owners could have the same suspension package, but only as an optional kit on the order of $1500. Dang.
Welcome home! Round two
Finally, we, too, will now have the XR1200X. It’s the first release of Harley’s 2011 models and it’s slated to hit dealers by this August.
The X model trades the XR1200’s 43mm non-adjustable inverted fork for Showa’s fully adjustable 43mm Big Piston Fork, first seen in wide release on the ’09 ZX-6R. Also swapped out are the fairly basic twin coil-over shocks in favor of fully adjustable 36mm Showa shocks.

The front half of the XR’s suspension consists of Showa’s Big Piston Fork.The front half of the XR’s suspension consists of Showa’s Big Piston Fork.
The new Showa shocks retain ramp-style preload adjustment, but the simple compression damping adjustment dial atop the piggyback reservoir(s) is handy.
Also easy to access is the rebound damping adjustment screw found at the bottom of the shock. One caveat: the exhaust impedes access to the right-side shock’s rebound adjuster, so it’s not as easily reached as the left side.
Although the XR-X still employs the same powerful dual, four-piston Nissin calipers from the previous XR model, the 292mm rotors are now of the floating variety.
The spirited 1200cc Sportster engine in the X model gets the black-out treatment, as does the dual upswept exhaust system that’s reminiscent of the XR750’s high pipes. The XR1200’s engine and exhaust were finished in a silvery color.
Orange pinstripes for the three-spoke cast aluminum wheels round out the cosmetic updates.
But perhaps best of all is the X’s MSRP of $11,799, a $1000 increase over the XR1200 model. Recall that the same suspension that’s now on the X model was last year offered as a $1500 upgrade for the standard XR.
The X model’s engine and exhaust are all black, creating a more cohesive appearance, especially on the Black Denim color scheme.The X model’s engine and exhaust are all black, creating a more cohesive appearance, especially on the Black Denim color scheme.
Also worth noting, the XR1200X model will replace the XR1200 in 2011.
An American track for an American bike
Harley-Davidson chose a street-only setting for the December 2008 press launch of the XR1200; but for the X’s launch it was wheels up on a famous American racetrack!
New fully adjustable Showa coil-over shocks offer easy access to compression damping via the simple dial atop the piggyback nitrogen reservoir. Rebound adjuster is at the shocks’ mount point.New fully adjustable Showa coil-over shocks offer easy access to compression damping via the simple dial atop the piggyback nitrogen reservoir. Rebound adjuster is at the shocks’ mount point.
Brake rotors are now floating type. The XR-X retains the dual four-piston caliper set from the XR1200.Brake rotors are now floating type. The XR-X retains the dual four-piston caliper set from the XR1200.
Road America, located in the lush countryside of Elkhart Lake, Wis., – about an hour north of Harley’s Milwaukee home – was the venue where American motopress would sample the X. This track was also the first stop in a five-race schedule for the AMA Vance & Hines XR1200 Series.
We ran an abbreviated version of the 14-turn, 4-mile-long circuit, as there was little point in subjecting the XR and its 7K-rpm redline to Road America’s long front straight.
As it was, while in top gear (5th) with the throttle twisted to the stop, the rev limiter routinely cut in to limit my top speed to around 122 mph on the shorter straight between turns 11 and 12. The thing to take away from my rev-limiter-bouncing is that although the XR’s gearing is a wee bit short for track use, this means it has close to ideal gearing for street riding.
While on the subject of redline, the XR-X wasn’t too keen on high-rpm clutch-less upshifts.
The gearbox often resisted such shifting shenanigans, and generally it felt sticky. But on this issue I’m giving it a pass, as the big flywheel in the Twin means lots of engine momentum, which in turn can contribute to lunky shifting. But this isn’t news for a Harley.
Also, most of the bikes we rode displayed low three-digit figures on the odometer. Additional miles might see the trans loosen up.
Best shifting practice was to shift as infrequently as possible. Instead I let the Sportster’s copious low-end torque and large flywheel action dig me out of slower turns.
In 2008 I was impressed by the strong initial bite from the Harley-branded Nissin brakes.
The powerful binders are more than sufficient for street duty, but hauling down the X’s claimed running-order weight of 573 pounds (as well as extra weight from the rider!) from racetrack speeds proved taxing for the brakes.
The closing laps of a 20-min session usually meant some brake fade, and a four-finger grab on the lever in order get the XR-X slowed enough at the end of the aforementioned back straight.
If you plan to take your X model to the track (or XR for that matter), a simple swap to race-compound pads should serve well to improve feel and power. If you’ll only ever ride the streets and canyons, then the XR-X has all the brake you could desire.
Something else Road America revealed about the XR was the bike’s limited lean angles. Of course, this wasn’t a big surprise, as even assertive street riding will result in the long-ish footpeg feelers scraping.
Nevertheless, feeling and hearing the lower exhaust heat shield touch down during the long right-hander (Turn 10), known as the Carousel, was a disquieting experience.
Although the XR1200X is reasonably eager to turn and provides good handling, in stock form shallow lean angles are the limiting factor to white-hot lap times. Note the minimum clearance between the lower exhaust heat shield and the track surface. Scrape!Although the XR1200X is reasonably eager to turn and provides good handling, in stock form shallow lean angles are the limiting factor to white-hot lap times. Note the minimum clearance between the lower exhaust heat shield and the track surface. Scrape!
In the time between the first XR’s appearance over two years ago and now, surely Harley would’ve heard enough bellyaching from riders and reviewers about limited ground clearance. It’s a wonder then why The Motor Company didn’t capitalize on the opportunity to increase clearance on the X model, especially in light of its improved performance parameters thanks to the new suspension.
Despite good grip and feedback from the Dunlop Qualifier D209 tires, I wasn’t in a hurry to lever them off the ground by way of grinding the exhaust header into the track surface. These lean-angle annoyances aside, we must remember the XR-X is a streetbike, not a race-prepped supersport.
With that in mind, I must give due credit to how easily the X bike set into turns considering its ready-to-ride weight mentioned above along with its un-sportbike-like 60.0-inch wheelbase. Transitioning from left to right required deliberate action, but leverage offered from the XR’s wide handlebar helped reduce steering input effort.
On the subject of the new suspension, I was content with its performance.
Damping qualities and spring rates seemed perfectly suited for my weight (geared up, roughly 170 lbs) and abilities. Stability was sufficient, as was front-end feedback. However, I can say – again considering weight and skill level – the XR1200 was also up to the task of track duty.
I seized the opportunity to ride an XR1200 back-to-back with the new X model. Although the new BPF front-end and improved shocks provided a moderately firmer feel, the standard suspension on the XR12 wasn’t far off pace in terms of stability and damping quality.
Despite the reality that the XR1200X isn’t ideally suited for racetrack duties, caning a street bike powered by a big Harley Sportster engine around Road America provided endless entertainment.Despite the reality that the XR1200X isn’t ideally suited for racetrack duties, caning a street bike powered by a big Harley Sportster engine around Road America provided endless entertainment.

Although the previous model’s suspension performed well enough for me on the track, it’s likely a heavier or much more aggressive rider would give a different report and thereby see big benefits from the X model’s adjustable springy parts.
I also took the opportunity to do a 75-mile or so street ride aboard the 2011 XR1200X.
Suspension action was forgiving without sacrificing feel, and it generally provided a decent ride over even the crummiest sections of pavement. All this performance without ever having tweaked suspension settings speaks highly of the upgrades on the new XR1200X.
Small price to pay
The new XR1200X brings the ability to fine-tune suspension adjustments, and as such most riders will find they can resolve most individual handling issues they might encounter on this sportiest of the Sportsters. For this reason alone I cannot conjure a good reason to lament the X’s added cost.
With this latest update to the modern XR series, we can once more thank our motorcycle-loving European brethren (sisters, too, I suppose).
Back on home soil: the 2011 Harley-Davidson XR1200X.Back on home soil: the 2011 Harley-Davidson XR1200X.
Though it seemed a little odd we were runner-up for an American motorcycle with such an iconic American appearance, I guess, as the saying goes, it was worth the wait, even the second time.

motor sports |new motorcycle |modification |EICMA 2010: Ducati Diavel and Monster EVO Unveiling

MV Agusta motorcycles will soon be available in Canada after the Italian manufacturer appointed a new importer.
Aftermarket parts and accessories company Motovan has been named the exclusive Canadian importer of MV Agusta.
“We have finally succeeded in obtaining all of the necessary approvals from the Canadian authorities therefore the motorcycles can be imported into Canada for the very first time in the history of MV Agusta,” says Umberto Uccelli sales director MV Agusta. “After many inquiries from Canadian consumers, we are very proud to have reached an agreement with a reputable Canadian powersports organization such as Motovan.”
MV Agusta F3MV Agusta motorcycles like the upcoming F3 will soon be available in Canada.
James Paladino, president and chief executive officer of Motovan Corporation, says his family has roots in Italy with MV Agusta.
“We are very happy to be associated with MV Agusta so that our passion lives on in our family,” says Paladino. “To me, this is a tribute to my father (founder of Motovan) since he worked on MV Agusta motorcycles in the 1950’s from his shop in a little village in Italy”

motorsports |motorcycle modification |new motor bikes |2011 Ducati Diavel Review (Almost)

Factory MotoGP rider Nicky Hayden Hayden rode the Diavel onto the LA Auto Show’s stage two days ago, culminating with a tire-smoking burnout. Ducati was there to share the spotlight with the AMG division of Mercedes-Benz, together announcing a new partnership that sees the high-performance AMG sub-brand sponsoring Ducati’s MotoGP team.
Nicky Hayden Ducati Diavel Mercedes Benz CLS 63 AMGDucati’s MotoGP rider Nicky Hayden smokes the Diavel’s tire next to an AMG CLS 63. AMG announced sponsorship of Ducati’s GP team at the LA Auto Show.
After Hayden’s smoky entrance, the hundreds of international automotive media promptly ignored the new 550-hp CLS 63 AMG and flocked over to the chunky Diavel.
The deal includes sponsorship of Ducati’s GP team for two years plus an option to extend it, and the marketing effort will also encompass test rides/drives at each other’s events. And company reps hinted about the possibility of one day cooperating on future products.
“I’m pretty sure our AMG Performance Studio will be able to capture the spirit of Ducati in a very special AMG someday,” teased Ola Källenius, CEO of Mercedes-AMG GmbH, “but that’s something for another show.”
“Our engineers and our designers will have a lot of input from them, and vice versa their designers,” Gabriele del Torchio, president and CEO of Ducati Motor Holding S.p.A, told Motorcycle.com.
Nicky Hayden Ducati Diavel Mercedes Benz AMGA throng of auto journalists gather around the new Ducati Diavel. Ducati CEO Gabriele del Torchio stands next to his GP rider Nicky Hayden, while AMG and Mercedes brass enjoy the shared spotlight.
Coincidentally, the companies share a history of using desmodromic valve actuation. Mercedes employed  the mechanical-closing valvetrain design in its fearsome W196 Grand Prix racer from 1954, while Ducati’s legendary engineer Fabio Taglioni first used the system in the 1956 125 Desmo GP bike, and the Bologna-based company continues to use desmo valves in its current range of V-Twin engines.
The 1199cc V-Twin from the odd but successful Multistrada finds a new home in the Diavel, seen for the first time in North America at this week’s auto show. We were able to try it on for size shortly after Hayden warmed it up.
 “I’ve got a Ducati 848 at home, but I might need to add one of these because it’s something different,” said the Kentucky Kid.
Nicky Hayden Ducati Diavel MotoGP Nicky Hayden, the 2006 MotoGP world champion, leans on the Diavel shortly after making a grand entrance at the LA Auto Show. He may be smiling because he likes the bike, or it might be because he was just told he’ll be getting an AMG Mercedes as part of a new sponsorship agreement.
The Diavel is indeed different, and it’s often been derided by traditional Ducatisti who revere the brand’s performance heritage. However, the Diavel (“devil” in Bolognese) is directed at a new clientele.
“I truly believe that we’re going to open a new market segment, as we did many years ago when we introduced the Monster,” del Torchio commented. “It was a new category in the market, and we think the Diavel will do the same.”
Ducati reps are cautious about describing their new creation as a cruiser, even if its long and low stance points it in that direction relative to something like an 1198.
“It’s very comfortable, very powerful and easy to ride,” related del Torchio, who has ridden the Diavel in prototype form.
Ducati Diavel Mercedes Benz CLS 63 AMG Gabriele del Torchio Ola KälleniusDucati’s CEO Gabriele del Torchio astride his company’s bold new model while Mercedes-AMG CEO Ola Källenius wishes his CLS 63 looks as cool as the Ducati.
Getting a chance to see the Diavel in the flesh, it looks smaller than the impression it gives in photos. It takes but a short swing of a leg to get onto the 29.5-inch seat, made possible by a low-mounted horizontal rear shock. The saddle’s bucket-like perch feels comfy but doesn’t allow much fore/aft room, and it’s nicely highlighted by red stitching.

Ducati Diavel Mercedes Benz AMG Ernst LiebErnst Lieb, CEO of M-B USA, aboard the Diavel. Note the rider ergonomics that are comfortable yet sporty.
Don’t expect anything like ape-hanger handlebars on this pseudo cruiser, as they are set quite far forward relative to a traditional cruiser. Similarly, its footpegs are located forward compared to other Ducs, but they are placed comfortably just ahead of the seating area. A rider’s view is dominated by the large expanse of the 5.3-gallon fuel tank and side-mount radiators. Clutch pull feels quite light.
Pulling the Diavel off its sidestand requires little effort, as the “Carbon” version we sat on (with forged-aluminum wheels and carbon-fiber accents) is said to weigh just 456 pounds – less than any 750cc-plus cruiser we can think of. And this is a 1200cc “cruiser” with a 162 galloping horses, enough, said del Torchio, to reach nearly 150 mph.
Further putting the cruiser label to rest is the Diavel’s cornering clearance. Del Torchio says it has up to 41 degrees of lean angle. To put that in perspective, consider that Harley’s raciest bike, the XR1200X, can achieve a 39- or 40-degree lean before touching hard parts.
Pirelli played a key part in the Diavel’s development, creating a wide (240mm) rear tire with a more rounded profile than fat cruiser rubber. Pirelli reps claim that it offers neutral turn-in response unlike anything this wide that was previously offered. If that broad bun fails to get your attention, the imposing stacked mufflers (that look big enough to fire mortar rounds) will.

2011 Ducati DiavelThe Diavel’s rear view is perhaps its most striking. The massive exhaust pipes and tire make for an imposing impression.
That steamroller tire is proudly on display thanks to a single-sided swingarm and a truncated tailsection that incorporates a faired-in taillight and clear-lens LED turnsignal strips. A stylish steel-trellis license plate bracket extends from the swingarm, further cleaning up the rear view.
Further adding to the Diavel's high-end appeal are the presence of aluminum body panels rather than cheap plastic. The fuel tank covers and the tailsection are fabricated from the lightweight metal.
Pillion accommodations are cleverly unobtrusive – footpegs fold down from the tailsection on thin brackets, while a grab handle slides out from its stowed area above the taillight.
So, although we don’t really yet know how the Diavel will ride, we have some positive first impressions. It has a captivating presence in person, and despite its cruiser leanings, it looks every inch like a Ducati with its red trellis frame and sport-spec suspension and brakes. There is literally nothing quite like it.
And consider the Porsche Cayenne SUV, which was roundly scoffed at by sports-car purists. It went on to become the brand’s best seller, providing an outlet for those who desired a 911 but couldn’t reconcile buying one because of family or comfort concerns. 
2011 Ducati DiavelThe Diavel’s front end shows its sportbike heritage, with Brembo radial-mount brakes, DLC anti-stiction fork tubes and gargantuan exhaust headers. The high-end Carbon version seen here features forged-aluminum wheels with machined accents.

We can imagine a segment of two-wheel performance enthusiasts who have long admired Ducati’s racing legacy and Italian style but have been intimidated by the company’s hardcore sportbike lineup. The Diavel might be seen as an easier introduction to Ducati membership.  
The standard Diavel will retail for $16,995 when it arrives in dealers early next year. The upmarket Diavel Carbon rings in at a spendy $19,995 for the black version; it’ll cost another $400 to get it in red. The Diavel’s performance bona fides will be put to the test early in February of 2011 during its press introduction. Stay tuned for the real review!

Nicky Hayden Ducati DiavelAlthough you won’t see Nicky Hayden piloting the Diavel around Grand Prix circuits, Ducati promises its niche-exploding bike will outrun anything in the cruiser class.
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CRS DUU Motorcycles Concept

CRS DUU Motorcycles Concept Those of you who had the abdomen to sit through Terminator Salvation with your eyes accessible will bethink the mototerminators that launched themselves from the legs of the behemothic collectors. Those were absolutely based on Ducatis, but if you absurd the attending of them, again Italian bike architect CR&S has article appealing close.

Called the DUU Concept, the naked ride is a aggregate of "a adventurous European rolling anatomy powered by a able-bodied American big-twin." The agent is a 1.9-liter (117 cu. in.) X-Wedge supplied by S&S. Wrapped about that powerplant is a anatomy that CR&S says can be tailored by the chump – although they don't announce how above presenting the best of distinct or two-seater versions.

But back anniversary DUU will be fabricated by hand, one-at-a-time, we brainstorm they'll be blessed to do annihilation your wallet will allow. The DUU Concept is actuality apparent November 10 at the Milan International Bike Show. CR&S said it has affairs to body them from abutting year, at €20,000 ($30,000 U.S.) apiece. Check it out in the arcade of high-res images below.

CRS DUU Motorcycles Concept
CRS DUU Motorcycles Concept «DUU» on the Milan dialect means “two” and characterizes the complete set of 2-liter 2-cylinder engine, as well as the connection may be one of two “cultures” moto structure. Conceived live you will see very soon on the EICMA 2009 passing from 10 to 15 November.

Speaking about the cultures of moto-structure of compounds in this motorcycle, implying the existence of a European sports chassis and a large, traditionally-unit type of the American V-Twin. The engine will have a capacity 1.926ss, but data on the power and weight of the motorcycle is not yet known. Design DUU swift and aggressive, though, unwittingly, an association with Ducati Streetfighter, if that was designed Harley-Davidson, with the use of design elements from musclebike Yamaha VMax and MT-01.

The company CR&S plans to begin selling «Duu» in Europe by 2011 at a price which starts from 20 000 Euro (29 500). Each year, will be made by hand, only a few motorcycles.
# Duka Electric Cruiser Concept
# NaSty Concept by GPDesign
# Harley-Davidson Concept 2020
# Igor Chak: 2012 Izh-1 motorcycle concept
# Monobike – original electric threecycle concept

Picture Kawasaki Ninja ZX6R

Picture Kawasaki Ninja ZX6R
Picture Kawasaki Ninja ZX6R
Picture Kawasaki Ninja ZX6RPicture Kawasaki Ninja ZX6R
Hats off to the Kawasaki Ninja® ZX™-6R then, winner of 600cc comparison tests in just about every publication and website of note on the planet. With an engine the critics agree feels bigger than 599cc, and a chassis that out handles all others, the ZX-6R returns as the bike to beat in 2010.

With a fine-tuned chassis including a class-exclusive Big Piston Fork and fully adjustable shock out back, razor-sharp handling sets the ZX-6R apart. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the ZX-6R’s mass centralization.

But Kawasaki didn’t just declared themselves satisfied with that, it needed to bring that power and torque to the rider’s right hand without this involving jerks, only smooth and instant throttle response and control. In order to achieve that, engineers added cylindrical guides to the top of the air cleaner box, bringing chirurgical precision to air intake systems and getting the maximum bang from every fuel load going into the cylinders. The throttle bodies were lengthened, increasing distance between oval sub-throttle and round main throttles 10mm, resulting in a much smoother transition, reducing inlet turbulence and increasing efficiency. Also, the cylinder porting and ignition coils were revised in the quest for performance.

As weight is a key factor, the making of this inline-four involved finding solutions for reducing it. And if that meant making the camshafts from SCM, revising the top injector mounting plate, narrowing the transmission gears, revising and relocating coolant reservoir and heat pads, Kawasaki engineers didn’t boggle in doing it.

Design Ducati 1198S Corse Special Edition

Design Ducati 1198S Corse Special EditionDucati 1198S Corse Special Edition
Design Ducati 1198S Corse Special EditionThe 1198 S Corse Special Edition sports a bold red, white and black colour scheme to mark the historic introduction of a new Ducati Corse logo and celebrate the winning of both the World Superbike and Superstock Manufacturers’ titles. The Special Edition ‘S’ features a factory team-style aluminium fuel tank and race kit as well as world-beating Ducati Traction Control.

At 168kg (370.3lb) (dry weight) the Special Edition model weighs in at 1kg (2.2lb) less than the 1198 S thanks to the beautifully made lightweight fuel tank, which also boosts the bike’s fuel capacity by 2.5 litres (0.66 US gal) to 18 litres (4.75 US gal). The tank is formed in 2mm thick aluminium, brush finished and clear-coated to maintain a factory race tank feel and proudly displays the new Ducati Corse logo on top.

Design Ducati 1198S Corse Special EditionThe 1198 R Corse comes in the red, white and black Corse Special Edition livery bodywork with the new aluminium fuel tank clear-coated for all to see. The Trellis frame is also in red with the front and rear 7-spoke Marchesini wheels finished in black. The front fender and side panels are left in a contrasting natural carbon fibre finish while the belly-pan is painted, but reveals its carbon fibre material inside the aerodynamic recess for the side-stand. A subtle ‘1198 R Corse Special Edition’ graphic on the tail fairing leaves no doubt as to what this magnificent bike is.

This top-of-the-range model is supplied with a race kit that includes a full racing exhaust system with 102dB carbon fibre mufflers by Termignoni and dedicated ECU which raises power output to approximately 186hp (intended strictly for track use only). Also in the kit is a unique Ducati Corse branded bike cover designed by Aldo Drudi and rear paddock stand as well as an official cased plaque of authentication that confirms the collectable value of this exclusive motorcycle.

Motor Sports| Honda DN-01| Motor Modification| New Motor Bike

Motor Sports| Honda DN-01| Motor Modification| New Motor Bike





Honda DN-01