tag:blogger.com,1999:blog-60006515416379356262024-03-13T10:10:34.950-07:00International Motor SportTalk About All Of Motor SportUnknownnoreply@blogger.comBlogger119125tag:blogger.com,1999:blog-6000651541637935626.post-22815352480281479152017-03-22T20:31:00.003-07:002017-03-22T20:31:49.024-07:008 Things You Didn’t Know About The 2017 Yamaha R6 Yamaha’s updated middleweight has a few secrets<div dir="ltr" style="text-align: left;" trbidi="on">
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<span class="author" itemprop="author" style="background: transparent; border-bottom-color: initial; border-bottom-style: initial; border-image: initial; border-left-color: initial; border-left-style: initial; border-right-color: rgb(149, 149, 149); border-right-style: solid; border-top-color: initial; border-top-style: initial; border-width: 0px 1px 0px 0px; box-sizing: border-box; margin: 0px 10px 0px 0px; max-width: 100%; outline: 0px; padding: 0px 10px 0px 0px;"><a class="url fn n" href="http://www.motorcycle.com/author/tsiahaan" style="box-sizing: border-box; color: #0983b6; font-weight: bold; max-width: 100%; text-decoration: none;" title="View all posts by Troy Siahaan">Troy Siahaan</a> </span><span class="comments" style="background: transparent; border-bottom-color: initial; border-bottom-style: initial; border-image: initial; border-left-color: initial; border-left-style: initial; border-right-color: rgb(149, 149, 149); border-right-style: solid; border-top-color: initial; border-top-style: initial; border-width: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 10px 0px 0px;"><a data-disqus-identifier="54036 http://www.motorcycle.com/?p=54036" href="http://www.motorcycle.com/manufacturer/yamaha/8-things-you-didnt-know-about-the-2017-yamaha-r6.html#disqus_thread" style="box-sizing: border-box; color: #0983b6; display: inline-block; font-weight: bold; max-width: 100%; min-height: 1.2em; padding-left: 20px; position: relative; text-decoration: none;">3</a></span></div>
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By now fans of the middleweight sportbike class are well aware of <a href="http://www.motorcycle.com/manufacturer/yamaha.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Yamaha</strong></a>’s new 2017 <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">YZF-R6</strong>. A bike long overdue, the R6 borrows some styling and technology from its <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">R1</strong> big brother. With a fresh new look and a host of electronics that top the middleweight class, I’m really excited to throw a leg over it. And in fact, by the time this list is published, I’ll have just finished riding the new R6 at one of California’s best racetracks, Thunderhill Raceway. My First Ride Review of the bike will be up shortly, but in the meantime, here are eight things you didn’t know about the 2017 Yamaha R6.</div>
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8. The New Engine Is The Same As The Last One</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-yamaha-r6-engine" class="aligncenter size-large wp-image-54038" height="388" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-633x388.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-633x388.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-315x193.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-768x471.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-696x426.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-75x46.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-120x74.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-150x93.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-186x114.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-210x128.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-224x137.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-270x165.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-408x250.jpg 408w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine-637x390.jpg 637w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-engine.jpg 1545w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Let’s address the elephant in the room head on: does the new R6 have the same engine as the old bike?</div>
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Yes.</div>
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In fact, Yamaha says not only does the new R6 have the same engine, it also has the same frame as before (though the subframe is different). Now, it’s not entirely uncommon for a “new” model to have the same engine as the model it’s replacing, but usually the engineers will improve minor bits here or there. Maybe some port work or higher compression pistons. Something, anything. Nope. Not here. The engine stays the same and instead, “we decided a better use of resources was to find areas where a rider can find better lap times,” say the folks in the Yamaha shirts.</div>
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7. Six-figure Sales Since 1999</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6-.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-1999-yamaha-r6" class="aligncenter size-large wp-image-54045" height="385" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--633x385.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--633x385.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--315x191.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--768x467.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--696x422.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--75x46.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--120x73.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--150x91.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--186x113.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--210x128.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--224x137.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--270x165.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--408x248.jpg 408w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-1999-yamaha-r6--637x387.jpg 637w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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The first-generation R6 came out in 1999. Since then, you can practically ask any <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=motorcycle%2Brider&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">motorcycle </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">rider</span></a> what they think of when they think of sportbikes, and there’s a good chance they’ll say “R6.” Why? Because in the U.S. alone Yamaha has sold nearly 153,000 R6 models since its introduction. Factor in worldwide sales and that number jumps to 389,000.</div>
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6. It’s Completely Dominated The Racing Scene</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6-.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-gerloff-motoamerica-yamaha-r6" class="aligncenter size-large wp-image-54043" height="469" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--633x469.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--633x469.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--315x233.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--768x569.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--696x515.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--62x46.jpg 62w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--120x90.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--126x93.jpg 126w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--186x138.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--173x128.jpg 173w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--185x137.jpg 185w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--223x165.jpg 223w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--338x250.jpg 338w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--524x388.jpg 524w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6--568x421.jpg 568w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-gerloff-motoamerica-yamaha-r6-.jpg 1080w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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If you look at racing grids across the country and across the globe, you’re bound to see a metric crap-ton of R6s. The reasons are simple, really – the platform is excellent and there’s been an enormous amount of development for it. It’s so good that unless you’re on a factory team, it’s really the bike you want to be on. Take domestic racing in America, for example. Of the 58 Supersport and Superstock 600 races held since 2015, an R6 has won 56 of them, for a winning percentage of 97%. <i style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Ninety-seven percent!</i></div>
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5. It’s Stiffer In Some Areas, Less So In Others</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-yamaha-r6-fork-suspension-adjust" class="aligncenter size-large wp-image-54039" height="422" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-633x422.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-633x422.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-315x210.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-696x464.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-69x46.jpg 69w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-120x80.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-140x93.jpg 140w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-186x124.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-192x128.jpg 192w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-206x137.jpg 206w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-248x165.jpg 248w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-375x250.jpg 375w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-582x388.jpg 582w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust-632x421.jpg 632w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-fork-suspension-adjust.jpg 720w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Yamaha engineers focused on handling over power, as noted earlier about the engine remaining the same. However, what you won’t notice immediately is a 25mm front axle, 3mm larger than before. In testing, Yamaha engineers found the added rigidity the axle provided, along with the new 43mm KYB front fork, was too much. The solution was to reduce the rigidity of the lower triple clamp by taking material away. If you look at a cross section between new and old lower triples, the 2017 piece measures 27mm, whereas the 2016 is 37mm. Voila, more feel.</div>
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4. The Racing Department Put Its Foot Down</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-yamaha-r6-tank" class="aligncenter size-large wp-image-54041" height="422" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-633x422.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-633x422.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-315x210.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-696x464.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-69x46.jpg 69w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-120x80.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-140x93.jpg 140w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-186x124.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-192x128.jpg 192w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-206x137.jpg 206w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-248x165.jpg 248w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-375x250.jpg 375w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-582x388.jpg 582w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank-632x421.jpg 632w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tank.jpg 720w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Weight is the enemy of sportbikes, that’s no secret. With the R6, Yamaha were looking at ways to drop precious grams wherever possible. Two solutions involve the <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+fuel+tanks" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">fuel </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">tank</span></a>. First off, the tank is now aluminum, which drops 2.7 lbs compared to the old bike. The other solution was to reduce the tank capacity compared its predecessor. In the end, the Yamaha racing department “strongly urged” the design team to keep the R6’s 4.6-gallon capacity the same. The reason? To have enough fuel to last a race distance.</div>
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3. Bigger <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+brakes" rel="nofollow" style="box-sizing: border-box; color: #333333; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Brakes</span></a> And ABS</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-yamaha-r6-front-wheel-brakes" class="aligncenter size-large wp-image-54040" height="422" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-633x422.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-633x422.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-315x210.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-696x464.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-69x46.jpg 69w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-120x80.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-140x93.jpg 140w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-186x124.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-192x128.jpg 192w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-206x137.jpg 206w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-248x165.jpg 248w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-375x250.jpg 375w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-582x388.jpg 582w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes-632x421.jpg 632w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-front-wheel-brakes.jpg 720w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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The new R6 gets 320mm discs up front, up 10mm from before. Sending the fluid to the discs is now a Nissin master cylinder instead of <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=brembo&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Brembo</span></a>. Yamaha says it has heard the complaints about the wooden-feeling stoppers on its sportbikes from journo-types like us and say this should be the remedy. While it’s flattering to know some changes have been the result of nagging by the media, it’s a little surprising to learn that ABS is always on with the R6. Most sportbikes of this caliber with ABS have a simple way to shut it off (without removing the fuse).</div>
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2. Lighter <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+tire" rel="nofollow" style="box-sizing: border-box; color: #333333; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Tires</span></a>, Even</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-yamaha-r6-tires" class="aligncenter size-large wp-image-54042" height="388" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-633x388.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-315x193.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-696x426.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-75x46.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-120x74.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-150x93.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-186x114.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-210x128.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-224x137.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-270x165.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-yamaha-r6-tires-408x250.jpg 408w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Remember that bit about dropping weight wherever possible? This applies to the <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+tire" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">tires</span></a>, too. Bridgestone will be fitting the R6 with its S21 tire as standard. However, this isn’t the same S21 tire you can simply pick up from your dealer’s stack of rubber. According to Kevin Hunley of Bridgestone, the OE-spec S21s on the R6 are a combined 800 grams lighter than the normal S21. That’s nearly 2 pounds.</div>
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1. USA Took The Lead On The New Bike’s Design</h2>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-us-flag" class="aligncenter size-large wp-image-54044" height="333" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-633x333.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-633x333.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-315x166.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-768x404.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-696x366.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-75x39.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-120x63.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-150x79.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-186x98.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-210x111.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-224x118.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-270x142.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-408x215.jpg 408w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-US-flag-637x335.jpg 637w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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For the R6 revamp, Yamaha Japan gave the proverbial keys to Yamaha America to head the charge on the design front. In the past this task was handed off to <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=yamaha%2Beurope&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Yamaha </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Europe</span></a>, but this time around U.S. customers got a chance to make their voices heard via focus groups. It’s not unusual for focus groups to have significant say in how a motorcycle is designed or how it functions, and the R6 is no different. Yamaha held focus groups both in Los Angeles and in Austin, Texas, to get input about the new bike, and styling was a major topic of discussion. One of the images presented to the participants was a sketch of a Moto2 racer, sponsorship branding, logos, and stickers removed. One would think that since Moto2 bikes are designed to be as aerodynamic as possible in order to win grand prix races, the focus groups would approve of the way they look.</div>
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In fact the opposite happened. They absolutely did not like the design. They called it too bland and boring. Instead, the bodywork had to have distinctive features, and that’s what Yamaha hopes it has accomplished with the new redesign. Personally, I think the R6 borrows from the R1 and <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">M1</strong> just the right amount, and it looks even better in person.<br />
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Source : motorcycle.com</div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6000651541637935626.post-56502731615461963732017-03-22T20:26:00.002-07:002017-03-22T20:26:47.511-07:00MotoGP 2017 Qatar Preview<div dir="ltr" style="text-align: left;" trbidi="on">
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MotoGP 2017 Qatar Preview</h1>
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Is This Maverick Viñales the Real Deal?</h2>
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Welcome, everyone, to the 2017 presentation of <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">MotoGP</strong>, The Greatest Show on Earth now that the circus has folded. The first year of six manufacturers, three of which have an honest shot at the title. And the year fans will likely remember not for the debut of an upstart <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/ktm.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">KTM</a></strong> team, but for the introduction of <a href="http://www.motorcycle.com/manufacturer/yamaha.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Yamaha</strong></a>’s Apparent Next Great Modern Rider, <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Maverick Viñales</strong>, to polite society.</div>
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<strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/events/2017-motogp-season-preview" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">2017 MotoGP Season Preview</a></strong></div>
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Of course, it is way early to lay this title on him. Call me a frontrunner. Viñales completed his demolition of the off-season tests by casually finishing first in Qatar. He,<strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"> Andrea Dovizioso</strong> and, surprisingly, <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Dani Pedrosa</strong> have been the only contenders not having visible or audible (read: complaining) problems adjusting to this year’s machines. Seems I may have been premature suggesting Dani Pedrosa is vectoring down, if one ignores the fact that he gets hurt every year. Honda’s decision to develop their new big bang engine has coincided with Viñales’ sudden arrival on the <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">M1</strong>, putting defending champion <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Marc Marquez</strong>’s title in jeopardy. Marquez crashed three times on Sunday in the final Qatar test meanwhile Pedrosa (and <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Cal Crutchlow</strong>) seem to be adjusting just fine.</div>
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Marc Marquez crashed three times in the final day of testing. One of those crashes occurred while trying a new fairing design.</div>
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Then there’s €46 <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Valentino Rossi</strong>, reminiscent of <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Mario Andretti</strong> in his later years at the Indy 500, “slowing down” in the back straight. He is not a contender right now, entering the 2017 season. But Rossi defines the expression “a guy who shows up on Sunday.” He will contend, as the season grinds away, unless he gets overly aggressive early in the year and gives away points sliding through the kitty litter.</div>
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Former teammate <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Jorge Lorenzo</strong>’s switch to <a href="http://www.motorcycle.com/manufacturer/ducati.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Ducati</strong></a> has been predictably difficult, but, like Rossi, he’s an Alien, capable of wondrous things on two wheels. Some people will take offense when I point out that Rossi has been seeking his 10th world championship since 2010. He would probably do better on a one year contract – now or never. Win or bin. Etc.</div>
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Jorge Lorenzo will be under heavy scrutiny this season after jump from Yamaha to <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=ducati" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink">Ducati</a>.</div>
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In 2015, defending champ Marc Marquez failed to repeat. In 2016, defending champ Jorge Lorenzo failed to repeat. If Marquez is destined to lose his title this season, most people assume it will be to Viñales. As a fan, I am looking forward to those two giving us a show every time out. With four years in the saddle, I like Marquez to repeat. He will ride an inferior bike to the title over Viñales because young Maverick is going to get overly excited. Just like rookie Lorenzo in 2008. You and I know what happens when that occurs.</div>
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Keeping them honest, you’ve got your Crutchlow, your Dovizioso, your Iannone, your Bautista (?!), and this <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Jonas Folger</strong> fella, who, alongside teammate <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Johann Zarco</strong>, have set themselves up as the top Moto2 grads thus far, on the <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Monster Tech 3 Yamaha</strong> team. I wish Folger well and drop the phrase “flash in the pan” only for its descriptive value. <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Alex Rins</strong>, I feel, belongs in the top ten. The rest of the field will all find something to brag about. “Hey, so we ran 10th at San Marino, y’know, which isn’t so terribly bad for <a href="http://blog.motorcycle.com/2017/03/16/manufacturers/ktm/ktm-reflect-motogp-testing-admit-theres-still/" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">a brand-new team</strong></a>.” Kidding, kidding. (All the Aliens must have crashed out.)</div>
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Pol Espargaro and teammate Bradley Smith went from Tech 3’s Monster Energy Green to Red Bull-backed <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=ktm%2Borange&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">KTM </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Orange</span></a>.</div>
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Recent History at Losail</h2>
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<b style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/events/motogp-2014-losail-results" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">Back in 2014</a>, </b>everyone was all whooped up about Marc Marquez, who, as a rookie in 2013, had imposed his will upon the field, taken advantage of injuries to Jorge Lorenzo and Dani Pedrosa, and stormed to the title in front of a delirious crowd at <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Valencia</strong> in November. Among the records he would establish in 2014 were most wins in a season, youngest rider to repeat as world champion, and the most poles.</div>
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A win under the lights in Qatar kicked off Marc Marquez’s impressive run of 10 consecutive victories to start the 2014 season.</div>
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A mere six weeks after breaking his leg in the pre-season, Marquez barely held off a resurgent Rossi for the season-opening win, with Pedrosa sneaking onto the podium in third place. Double world champion Lorenzo, who had been singing the blues for months, crashed out of the lead on Lap 1 and subsequently faced an uphill struggle the entire season.</div>
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In his 313th grand prix start, <a href="http://www.motorcycle.com/events/motogp-2015-losail-results" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><b style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Rossi delivered a vintage performance in the 2015 season opener</b></a>, going knives-in-a-phone booth with factory <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=ducati" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Ducati</span></a> #1 Andrea Dovizioso all night before punking his compatriot by 17/100ths of a second to take the lead in the title chase for the first time since, well, 2010. Marquez got pushed way wide into the gravel on Lap 1, ultimately finishing fifth.</div>
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The 2015 season began in promising fashion for Valentino Rossi with a win at Losail. Fortunes turned near the end of the season however, highlighted his controversial run-in with Marc Marquez that resulted in Rossi starting from the back of the grid in a finale at Valencia.</div>
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Both factory Ducatis ended up on the all-Italian podium, leading to grossly overinflated expectations for <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Maniac Joe Iannone</strong> and a persistent golden halo resting upon the brow of one <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Gigi Dall’Igna</strong>. Here’s my favorite bit from the 2015 <i style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">post mortem</i>: “(Cal) had taken time out of his busy schedule, during a TV interview, to flame Mike di Meglio of Avintia Racing for getting in his way during, like, FP1. Cal has morphed from one of the charming, likable hard-luck guys on the grid to another mid-level clanging gong, and needs to take a nap.” Lorenzo finished a disappointing fourth that night.</div>
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Yamaha must have known 2016 would be Jorge Lorenzo’s last year with the team. Coming off his third world championship in 2015, <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/events/motogp-2016-losail-results" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">he had won that year’s opener</a></strong>, enhancing the swagger amongst his declining number of fans, who believed a fourth title might be in the offing in 2016.</div>
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Jorge Lorenzo started last season strong with five podiums in the first six rounds.</div>
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Last year’s Commercial Bank Grand Prix of Qatar marked the beginning of the newest era in MotoGP, that of Michelin <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+tire" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">tires</span></a> and a standard ECU across the grid. In the run-up to the race, hopes that some new faces would emerge from the pack and find their way to the podium had been building. Under the lights of Losail, however, defending champion Lorenzo held serve for Yamaha against a strong challenge from Andrea Dovizioso and Marc Marquez; the Usual Suspects once again asserted their dominance. At the time, the wager that nine different riders would ultimately win races that year would have seemed deranged.</div>
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And So Here We Are</h2>
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Alex Marquez – yes, there’s another one – is a contender for the Moto2 class.</div>
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At the dawn of another testosterone-pumping MotoGP season, there is optimism everywhere. The first formal practices of the year loom under the eerie spotlights in the desert. For all three classes. <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Moto3</strong> and <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Moto2</strong> both promise tons of effervescent wheel-to-wheel stuff, the numbers and aggressiveness of the riders well above the relatively staid comportment, and smaller grids, of the premier class.</div>
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With four of its top riders having graduated to the majors, Moto2 appears to be wide open, with the likes of veteran <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Thomas Luthi</strong> and… gasp… <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Alex Marquez</strong> having encouraging off-seasons. There is a surfeit of fast young Italian riders out there, some affiliated with Rossi’s <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">SKY Racing Team VR46</strong>, some not. Malaysians are getting very excited about the prospects for their boy <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Hafizh Syahrin</strong>, who managed a respectable ninth place finish last season and has podium ambitions. (This is a shout out to the Malaysian National Board of Tourism, which paid for my junket to Sepang in 2014, and for whom I failed to produce the somewhat flowery article requested, in exchange, by The Government.)</div>
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Valentino Rossi’s VR46 squad is prepared to take on the Moto2 and Moto3 classes by storm.</div>
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Moto3 is simply too much for me. I love to watch the races but am so unfamiliar with the riders I can’t generate sufficient comedic material to obscure my lack of insight. Since 2008 I’ve picked up enough about the premier class to more or less keep up, but Moto3 reminds me of the Rat Races they used to hold every year at an American Legion hall in Covington, Kentucky, where you could hardly tell one little racer from another, them piling on top of one another in the corners, occasionally heading the wrong way and such. Lots of yelling, parimutuel-style betting and heavy drinking, all for a good cause. Moto3 is great fun, but I’m mostly just a spectator.</div>
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Sunday Night—S—U—N—D—A—Y!!!</h2>
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Sounds like it should be <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=dragsters&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">dragsters</span></a>. At Losail, more than any other race of the season, practice sessions and qualifying runs are closely watched and competed, bikes being raced in real anger for the first time since November. In conditions resembling a moonscape, with two-wheeled missiles between their legs, these guys will go at it for real. Again. Qualifying will tell much of the story. I am unwilling to try to predict a race winner, as Qatar has become a true outlier. Over the past four seasons, only one race winner here has won the title – Marquez in 2014.</div>
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Expectations are high for Maverick Vinales and his off-season tests suggests he’s up for the task.</div>
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I am willing to predict that, as the red lights go out, the front row will consist of Marquez, Viñales, and Dovizioso, in whatever order you like.</div>
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OK. Viñales, by less than two seconds over Marquez.</div>
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FINE – Crutchlow third. Just don’t bet on it. The race goes off at 2 pm EST Sunday. We will post results and analysis as soon as humanly possible. Let’s start this party.<br />
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2017 Harley-Davidson Road King Special FLHRXS First Ride Review</h1>
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<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background: rgb(246, 244, 223); border-radius: 5px; border: 1px solid rgb(240, 237, 203); box-sizing: border-box; display: inline-block; float: right; margin: 0px 0px 24px 24px; max-width: 100%; outline: 0px; padding: 12px; width: 180px;"></span><br />
<h4 class="title" style="background: transparent; border: 0px; box-sizing: border-box; color: #565656; font-size: 1.15em; line-height: normal; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background: rgb(246, 244, 223); border-radius: 5px; border: 1px solid rgb(240, 237, 203); box-sizing: border-box; display: inline-block; float: right; margin: 0px 0px 24px 24px; max-width: 100%; outline: 0px; padding: 12px; width: 180px;">
2017 <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=harley-davidson%2Broad%2Bking&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #333333; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Harley</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">-</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Davidson </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Road </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">King</span></a> Special</span></h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background: rgb(246, 244, 223); border-radius: 5px; border: 1px solid rgb(240, 237, 203); box-sizing: border-box; display: inline-block; float: right; margin: 0px 0px 24px 24px; max-width: 100%; outline: 0px; padding: 12px; width: 180px;">
<strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background: transparent; border: 0px; box-sizing: border-box; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; max-width: 100%; outline: 0px; padding: 4px 0px;"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">91.5%</span></strong><table border="0" cellpadding="0" cellspacing="0" style="background: transparent; border-collapse: collapse; border-spacing: 0px; border: 0px; box-sizing: border-box; margin: 0px 0px 24px; max-width: 100%; outline: 0px; overflow-x: auto; padding: 0px; table-layout: fixed; width: 154px;"><tbody style="box-sizing: border-box; max-width: 100%;">
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">19.0/20</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">13.5/15</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">9.0/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;"><a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+brakes" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink">Brakes</a></td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">9.0/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">4.5/5</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">9.0/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">9.5/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">9.5/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #666666; font-size: 0.75em; max-width: 100%; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="background: transparent; border: 0px; box-sizing: border-box; color: black; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top: 1px solid rgb(235, 231, 191); box-sizing: border-box; color: #ce0000; font-size: 1em; max-width: 100%; padding: 3px 2px; text-align: right;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">91.5/100</strong></td></tr>
</tbody></table>
</span><br />
<div style="background: transparent; border: 0px; box-sizing: border-box; margin-bottom: 1em; max-width: 100%; outline: 0px; padding: 0px;">
<strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">Harley</a></strong>’s new <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Street Rod </strong>was our excuse to go to Daytona last week, but while we were there we got to ride The MoCo’s new <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Road King Special</strong> too. Okay, so, yeah, the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2017-harley-davidson-street-rod-first-ride-review.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Street Rod was a bit underwhelming</strong></a>, but it would be fun to sit all the commenters heaping abuse upon H-D for that bike on one of its FLs for about a 10-minute ride. I think it would shut most of them right up. Well, actually it probably wouldn’t. I think we’ve all learned how hard it is to unseat deep-rooted preconceptions lately.</div>
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Harley has this type of bike so dialled, it’s easy to forgive them their dysfunctionality in some other arenas. The Road King is the base-level FL model (the FLs being the touring models), and as such we could’ve seen the RK Special coming, since there are already Street Glide Specials, Road Glide Specials, etc. This is the bike for people who want a naked bagger and don’t care about a stereo or Infotainment. Purists! (H-D offers various optional windshields.)</div>
<div style="background: transparent; border: 0px; box-sizing: border-box; margin-bottom: 1em; max-width: 100%; outline: 0px; padding: 0px;">
It is altogether fitting and and proper that Harley should so honor the Road King, as it’s been one of the company’s biggest sellers since its 1994 introduction. The new bike is to the original as an Airbus A380 is to a DC-3. H-D product planner Paul James points out that, in a recent dealer-customizing competition, almost everybody chose an RK as the starting point. It’s a blank slate, a clean canvas…</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-harley-davidson-road-king-special-8480" class="aligncenter size-large wp-image-54058" height="368" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-633x368.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-633x368.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-315x183.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-768x446.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-696x404.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-75x44.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-120x70.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-150x87.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-186x108.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-210x122.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-224x130.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-270x157.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-408x237.jpg 408w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-637x370.jpg 637w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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And the best thing about the new Special is its Milwaukee Eight 107 engine. The new eight-valve Twin felt pretty sporty when we sampled it in a <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Street Glide</strong> in our <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/shoot-outs/baggers-brawl" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">Bagger Brawl</a></strong> a couple of months ago. With a few less pounds to haul and no fairing to push, the ’King really scoots when you give it the gas.</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Sixty-five mph in top cog is just about 2400 rpm, about 500 rpm shy of the Milwaukee Eight’s 102-pound-feet Dynojet-measured max torque; 100 smooth mph from here comes up quickish, no downshift required. (The ’94 Road King would barely do 100.)" class="size-large wp-image-54054" height="356" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-633x356.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-633x356.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-315x177.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-768x432.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-696x391.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-75x42.jpg 75w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-120x67.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-150x84.jpg 150w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-186x105.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-210x118.jpg 210w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-224x126.jpg 224w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-270x152.jpg 270w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-408x229.jpg 408w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-637x358.jpg 637w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Sixty-five mph in top cog is just about 2400 rpm, about 500 rpm shy of the Milwaukee Eight’s 102-pound-feet Dynojet-measured max torque; 100 smooth mph from here comes up quickish, no downshift required. (The ’94 Road King would barely do 100.)</div>
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In addition to that powerful and smooth-running V-Twin, Harley’s stylists ganged up on the King, slathering it in darkness and leaving just enough chrome to set off the engine architecture. Otherwise, a black fork topped by a big black headlight nacelle and nine-inch mini-ape handlebar lead the “gleaming locomotive rolling through a trainyard at midnight.” That goes with <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=black%2Bhand%2Bcontrols&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">black </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">hand </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">controls</span></a> (with internal wiring), triple clamp, mirrors, turn signals, engine covers, mufflers… and black turbine wheels, including the 19-inch front <i style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">mit</i> low-profile tire.</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-harley-davidson-road-king-special-bjn24059" class="aligncenter size-large wp-image-54053" height="422" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-633x422.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-633x422.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-315x210.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-768x512.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-696x464.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-69x46.jpg 69w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-120x80.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-139x93.jpg 139w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-186x124.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-192x128.jpg 192w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-205x137.jpg 205w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-247x165.jpg 247w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-375x250.jpg 375w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-582x388.jpg 582w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-631x421.jpg 631w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Stretched saddlebags, which actually do hold a bit more stuff, add to the long, low look, though suspension is the same 2.15 inches as the standard Road King and the ’Glides. On bumpy pavement, that’s not always enough, but the bike’s upscale emulsion shocks do a remarkably good job anyway. On smoother slab, all the FLs are veritable chariots of the gods, and in exchange for the minimal wheel travel you get to sit on a seat just 27.4 inches from the pavement, which is actually pretty swell when you’re climbing on and off a lot.</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="That rear fascia panel fills in the space between the bags and the bike for a custom, finished look. The 180/55-18 Dunlop tucked up under there lets the King handle better than you might expect." class="wp-image-54055" height="481" sizes="(max-width: 315px) 100vw, 315px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-414x633.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-414x633.jpg 414w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-206x315.jpg 206w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-768x1173.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-696x1063.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-30x46.jpg 30w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-59x90.jpg 59w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-61x93.jpg 61w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-122x186.jpg 122w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-84x128.jpg 84w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-90x137.jpg 90w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-108x165.jpg 108w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-164x250.jpg 164w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-254x388.jpg 254w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-276x421.jpg 276w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457.jpg 1571w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><br />
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That rear fascia panel fills in the space between the bags and the bike for a custom, finished look. The 180/55-18 <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=dunlop&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink">Dunlop</a> tucked up under there lets the King handle better than you might expect.</div>
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Up front, the new 49mm Showa “dual bending valve” fork serves up 4.6 inches of well-controlled travel. As we learned on the aforementioned Street Glide, these things go around corners surprisingly well, and in fact H-D specs say the RK will lean a degree further to each side than the Street Glide: 32 degrees to the right and 31 left – and more than that if you don’t mind scraped up floorboard edges. The Special’s low-profile Dunlops give it a really solid, taut feel: Shame we couldn’t find any curvy roads in Florida to give them a better work-out.</div>
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Triple 300mm disc <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+brakes" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">brakes</span></a>, the front two clamped by Brembo four-piston calipers, provide more than enough solid, two-finger braking power through the comfortable blade-style front lever, and are equipped with standard ABS (as well as H-D’s Smart Security System). The rear brake’s right where your foot expects it to be when you want it. The clutch is light and progressive; the six-speed box shifts fine, mostly without need of the clutch in the higher gears. The H-D faithful would think they’d been cheated if first gear didn’t clock in with the traditional reassuring clunk.</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Housing a dual halogen headlight in a blacked-out vintage nacelle is an excellent blending of old with new." class="size-large wp-image-54057" height="474" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-633x474.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-633x474.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-315x236.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-768x575.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-696x521.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-61x46.jpg 61w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-120x90.jpg 120w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-124x93.jpg 124w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-186x139.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-171x128.jpg 171w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-183x137.jpg 183w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-220x165.jpg 220w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-334x250.jpg 334w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-518x388.jpg 518w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-562x421.jpg 562w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Housing a <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=dual%2Bhalogen%2Bheadlight&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">dual </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">halogen </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">headlight</span></a> in a blacked-out vintage nacelle is an excellent blending of old with new.</div>
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Another nod to modern functionality is at your left thumb, a one-button cruise control that works as seamlessly as any in the business. With that in place, I’m fully down with the minimalism of the rest of the bike.</div>
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For long days, you can’t beat floorboards that let you turn the other cheek (I use the passenger mini-boards too). A heel/ toe shifter doesn’t hurt. The seats on these bikes are some of the best stock seats I have ever placed glutes upon (though taller riders felt a bit locked in on the Street Glide).</div>
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It was only in the 60s on the my day in Daytona and I experienced no heat issues on the RK, but it’s good to know on hot days, Harley has anticipated and addressed the heat issue that plagues some of its competitors. The 107 “features a precision cooling strategy that targets a flow of oil around the hottest areas of the cylinder heads,” in an engine designed with reduced heat absorption compared to the <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=twin%2Bcam&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Twin </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Cam</span></a>. EITMS, Engine Idle Temperature Management System (a.k.a. parade mode), is enabled when you roll the throttle past closed, and cuts fuel and spark to the rear cylinder when you’re stuck in traffic. The exhaust is repositioned and the catalyst is positioned to route heat away from the passenger, idle speed is down from 1000 to 850…</div>
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<a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Rubber engine mounts mean no vibration." class="size-large wp-image-54056" height="506" sizes="(max-width: 633px) 100vw, 633px" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-633x506.jpg" srcset="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-633x506.jpg 633w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-315x252.jpg 315w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-768x614.jpg 768w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-696x556.jpg 696w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-58x46.jpg 58w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-113x90.jpg 113w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-116x93.jpg 116w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-186x149.jpg 186w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-160x128.jpg 160w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-171x137.jpg 171w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-206x165.jpg 206w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-313x250.jpg 313w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-485x388.jpg 485w, http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-526x421.jpg 526w" style="background: transparent; border: 0px; box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Rubber engine mounts mean no vibration.</div>
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What else? You’ll never need to adjust the Milwaukee Eight’s eight valves… its electrical system puts out 50% more juice at idle… that six-gallon tank should give well over 200-mile range…</div>
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If you’re getting the impression I’m fond of this bike, you’re right. It’s got that classic look that attracts love wherever you go, yet you can flog the snot out of it like a large naked sportbike and not be at all disappointed in its performance; 102 lb-ft of torque at 2900 rpm is its own bull-in-china-shop kind of fun.</div>
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At the same time, those easy-open saddlebags, low seat, excellent low-speed handling, and quiet demeanor at low throttle openings make it a great grocery-getter, kid dropper-offer, commuter, and social gathering conveyance. And with the cruise control, excellent comfort and ability to add a <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=windscreen&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">windscreen</span></a>, I’d happily go anywhere tomorrow for a week on the King if I didn’t have to sit here pounding this computer all the time.</div>
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Actually I’m off to the south of France this afternoon to ride the new <strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/ducati.html" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;">Ducati</a> Monster 797</strong>, but I could really go either way. Am I getting old?</div>
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<br />
<section class="high-n-sigh" style="background: rgb(51, 51, 51); border-radius: 5px; border: 0px; box-sizing: border-box; color: white; margin: 0px 0px 17px; max-width: 100%; outline: 0px; padding: 16px; vertical-align: top;"><table border="0" cellpadding="0" cellspacing="0" style="background: transparent; border-collapse: collapse; border-spacing: 0px; border: 0px; box-sizing: border-box; margin: 0px 0px 24px; max-width: 100%; outline: 0px; overflow-x: auto; padding: 0px; table-layout: fixed; width: 100%px;"><tbody style="box-sizing: border-box; max-width: 100%;">
<tr style="box-sizing: border-box; max-width: 100%;"><td colspan="2" style="box-sizing: border-box; max-width: 100%; padding-bottom: 10px; text-align: center;"><strong class="title" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">2017 <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=harley-davidson%2Broad%2Bking&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Harley</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">-</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Davidson </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Road </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">King</span></a> Special</strong></td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="box-sizing: border-box; max-width: 100%; vertical-align: top; width: 160px;"><strong class="title high" style="background: transparent; border: 0px; box-sizing: border-box; color: #00b4ff; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">+ Highs</strong><br />
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<ul style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Minimalism without the masochism</li>
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">What Harley does best, it does better than anybody</li>
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Fabulously functional and a breeze to ride</li>
</ul>
</td><td style="box-sizing: border-box; max-width: 100%; vertical-align: top; width: 160px;"><strong class="title sigh" style="background: transparent; border: 0px; box-sizing: border-box; color: red; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">– Sighs</strong><br />
<div style="background: transparent; border: 0px; box-sizing: border-box; margin-bottom: 1em; max-width: 100%; outline: 0px; padding: 0px;">
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<ul style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">I could do without the mini-ape, but that’s just me</li>
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Passengers may not love their part of the seat</li>
<li style="background: transparent; border: 0px; box-sizing: border-box; list-style: none; margin: 0px; max-width: 100%; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Everybody wants to tell you about <i style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">their</i> Harley</li>
</ul>
</td></tr>
</tbody></table>
</section><br />
<table border="0" cellpadding="0" cellspacing="0" class="data" style="background: rgb(250, 250, 250); border-bottom-color: rgb(232, 233, 234); border-bottom-style: solid; border-collapse: collapse; border-image: initial; border-left-color: initial; border-left-style: initial; border-right-color: initial; border-right-style: initial; border-spacing: 0px; border-top-color: initial; border-top-style: initial; border-width: 0px 0px 1px; box-sizing: border-box; clear: both; margin: 0px 0px 24px; max-width: 100%; outline: 0px; overflow-x: auto; padding: 0px; table-layout: fixed; width: 100%px;"><tbody style="box-sizing: border-box; max-width: 100%;">
<tr style="box-sizing: border-box; max-width: 100%;"><th colspan="2" style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #333333; font-size: 0.85em; max-width: 100%; padding: 10px; text-align: center;"><strong style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">2017 <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=harley-davidson%2Broad%2Bking&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Harley</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">-</span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Davidson </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Road </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">King</span></a> Special Specifications</strong></th></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">MSRP</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">$21,999 Vivid Black; $22,449 Charcoal Denim, Olive Gold; $24,399 Hard Candy Hot Rod Red Flake</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Engine</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Air-cooled OHV V-Twin; 4 valves/ cylinder Milwaukee Eight 107</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Displacement</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">107 cu in (1746 cc)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Bore x Stroke</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">3.937 in. x 4.375 in. (100 mm x 111.1 mm)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Compression Ratio</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">10.0:1</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Fuel System</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Electronic Sequential Port Fuel Injection (ESPFI)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Transmission</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">6-speed</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Final drive</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Belt</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Front Suspension</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">49mm inverted Showa dual bending valve fork, no adjustment; 4.6 in. travel</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Rear Suspension</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Dual premium emulsion shocks; preload adjustable (by hand), 2.15 in. travel</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Front Brake</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Dual 300mm discs, 4-piston <a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=calipers&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink">calipers</a>; ABS</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;"><a class="vglnk" href="http://www.amazon.com/gp/search?ie=UTF8&camp=1789&creative=9325&index=aps&keywords=rear%2Bbrake&linkCode=ur2" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink"><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Rear </span><span style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;">Brake</span></a></td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">300mm disc, 4-piston caliper; ABS</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Rake/ trail</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">29.25 degrees/ 6.9 in. (175mm)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Wheelbase</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">64 in. (1625mm)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Seat Height</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">27.4 in. (695 mm), unladen</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Fuel Capacity</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">6.0 gal. (22.7 l)</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Dry weight</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">781 lb. (354 kg), claimed</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Wheels</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Black, turbine cast aluminum</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Front <a class="vglnk" href="http://www.ebay.com/sch/i.html?_nkw=motorcycle+tire" rel="nofollow" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;" target="_blank" title="Link added by VigLink">tires</a></td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">130/60 B19 61H</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Rear tires</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">180/55B B18 80H</td></tr>
<tr style="box-sizing: border-box; max-width: 100%;"><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Color Options</td><td style="border-spacing: inherit; border-top: 1px solid rgb(232, 233, 234); box-sizing: border-box; color: #565656; font-size: 0.85em; max-width: 100%; padding: 10px; vertical-align: top;">Vivid Black, Charcoal Denim, and Olive Gold</td></tr>
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<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-harley-davidson-road-king-special-bjn24059" class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN24059-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Sixty-five mph in top cog is just about 2400 rpm, about 500 rpm shy of the Milwaukee Eight’s 102-pound-feet Dynojet-measured max torque; 100 smooth mph from here comes up quickish, no downshift required. (The ’94 Road King would barely do 100.)" class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-IMG_6532-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="That rear fascia panel fills in the space between the bags and the bike for a custom, finished look. The 180/55-18 Dunlop tucked up under there lets the King handle better than you might expect." class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8457-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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<dl class="gallery-item" style="background: transparent; border: 0px; box-sizing: border-box; float: left; margin: 10px 0px 0px; max-width: 100%; outline: 0px; padding: 0px; text-align: center; width: 88px;">
<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Rubber engine mounts mean no vibration." class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8458-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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Source : www.motorcycle.com</div>
<dl class="gallery-item" style="background: transparent; border: 0px; box-sizing: border-box; float: left; margin: 10px 0px 0px; max-width: 100%; outline: 0px; padding: 0px; text-align: center; width: 88px;">
<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="Housing a dual halogen headlight in a blacked-out vintage nacelle is an excellent blending of old with new." class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8459-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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<dl class="gallery-item" style="background: transparent; border: 0px; box-sizing: border-box; float: left; margin: 10px 0px 0px; max-width: 100%; outline: 0px; padding: 0px; text-align: center; width: 88px;">
<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-harley-davidson-road-king-special-8480" class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-8480-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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<dt class="gallery-icon" style="background: transparent; border: 0px; box-sizing: border-box; margin: 0px; max-width: 100%; outline: 0px; padding: 0px;"><a href="http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN23947.jpg" style="box-sizing: border-box; color: #0983b6; max-width: 100%; text-decoration: none;"><img alt="032217-2017-harley-davidson-road-king-special-bjn23947" class="attachment-thumbnail size-thumbnail" height="150" src="https://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/03/032217-2017-harley-davidson-road-king-special-BJN23947-150x150.jpg" style="background: transparent; border: 2px solid rgb(207, 207, 207); box-sizing: border-box; height: auto; margin: 0px; max-width: 100%; outline: 0px; padding: 0px; vertical-align: bottom;" width="150" /></a></dt>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-35452697199290006922014-03-31T07:40:00.000-07:002014-03-31T07:40:04.032-07:002014 Vespa Sprint 125 Review – First Ride<div dir="ltr" style="text-align: left;" trbidi="on">
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Sitting on the egg yolk-colored Vespa Sprint, I’d be lying if I didn’t say I felt like a spring chick’. It is tiny, agile and fast even with a broiler sized journo onboard. Please join me in welcoming the new “Vespino” one fine spring day in Rome.</div>
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Twist and go, it’s yellow, it’s comfortable and I’m in Rome. It doesn’t get much better and as we head off I place myself at the front like the rooster in a hen house. “Cock-a-doodle-doo” the Sprint says and I’m where I like to be, in heavy “be fast or be dead” Rome traffic.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-07.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Vespa Sprint 125 Action Right" class="aligncenter size-large wp-image-7788" height="409" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-07-633x409.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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The 31.1 in. high seat is comfortable, black with white piping and I’ve got ample leg space. Under the seat is more space than ever on a Vespa, its storage compartment boasting a massive 16.6 litres of capacity. The extra space has been enabled – and the CG lowered – by moving the battery from underneath the helmet compartment to beneath the floorboards.</div>
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<a href="http://blog.motorcycle.com/2014/03/25/products/vespa-unveils-reborn-sprint/" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Vespa Unveils The Reborn Sprint</strong></a></div>
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The 2.1-gallon fuel tank will take you a long way in the city as the claimed fuel consumption figures stipulate 150 miles per gallon at a realistic average speed for city use of 31 mph (50 km/h). That means 315 miles between fill-ups for the gentle of wrist, your hooligan mileage may vary.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-08.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Vespa Sprint 125 Action Standing" class="aligncenter size-large wp-image-7789" height="419" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-08-633x419.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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The Vespa Sprint 125 feels quite quick when accelerating away from traffic lights and most of the time it’s the quickest, beating other scooters we met during the test rides. This implies good things about the 125cc 3-valve four-stroke Single that powers the chassis ahead. It has enough grunt to quickly propel you up to 30 mph, but acceleration beyond that point tapers-off and you quickly begin to feel that it’s a small engine. The Sprint will not get a 150cc upgrade, but two different 50cc motors will be available from the Pontedera factory, one four-stroke and one two-stroke.</div>
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Thanks to the upgraded suspension, it’s the Primavera-derived steel chassis and body which impress the most. The Sprint feels tight and not flimsy at all. Over Rome’s quaint but rough cobblestone streets, the Sprint handles well and doesn’t transfer too much vibration or shock to the rider. The Sprint is a small-bodied scooter and as such there will always be some extra feel from the tarmac, however it’s more than tolerable.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-01.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Vespa Sprint 125 Action Cobblestones" class="aligncenter size-large wp-image-7783" height="417" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Action-01-633x417.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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The front disc and rear drum brakes give plenty of stopping power. Testing on damp roads, it’s interesting to note that next year Vespa will add ABS to its scooters for the first time. ABS is good, but the current setup requires a lot of lever force to lock the wheels anyway.</div>
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<a href="http://www.motorcycle.com/manufacturer/2013-vespa-lx-and-s-125150-3v-review-91308.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">2013 Vespa LX and S 125/130 3V Review</strong></a></div>
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The new Vespa Sprint 125 gets larger 12 inch wheels which add to both comfort and safety around the city. The Sprint replaces the “S” model as the new youthful and sporty choice in the Vespa range. As with the S and also the ‘60s original, the Sprint continues to signify its existence with a square headlamp.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Beauty.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Vespa Sprint 125 Beauty" class="aligncenter size-large wp-image-7791" height="438" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Beauty-633x438.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Vespa sold an impressive 198,600 units in 2013 and it was aptly mentioned in the press conference that Vespa is Piaggio’s <em style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Coca-Cola</em>. If the trend continues we should see Vespa pass the incredible 200K unit mark in 2014. I have no doubt that the Sprint will contribute to these figures in a favourable way as it’s a very good product. The 125 has a 6,400 mile maintenance interval which is great for consumers but not as great for dealerships, as they’ll hardly ever be in for service.</div>
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Back in ‘68 Vespa was a cute young lady, today she remains just as fresh and pretty at 68, so long may she live.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Badge.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Vespa Sprint 125 Badge" class="aligncenter size-large wp-image-7790" height="420" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Vespa-Sprint-125-Badge-633x420.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
<section class="high-n-sigh" style="background-color: #333333; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 0px; color: white; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 36px; outline: 0px; padding: 16px 6px 16px 16px; vertical-align: top;"><table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 100%px;"><tbody>
<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
</div>
<ul style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px;">
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Larger 12-inch wheels</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Upgraded suspension and chassis are noticeable improvements</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Comfortable and easy to ride</li>
</ul>
</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
</div>
<ul style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px;">
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">No ABS for 2014</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">I wouldn’t mind a Sprint with a larger engine</li>
<li></li>
</ul>
</td></tr>
</tbody></table>
</section>Source : motorcycle.com<br />
<br /></div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-23889528589675796782014-03-31T07:37:00.001-07:002014-03-31T07:37:05.990-07:002014 Aprilia Tuono V4R ABS Review<div dir="ltr" style="text-align: left;" trbidi="on">
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Aprilia Tuono V4R ABS</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-size: 15px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span> <span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">87%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 180px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">19/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.5/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">3.5/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">87/100</strong></td></tr>
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<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-size: 15px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"></span><br />
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At the risk of giving away the plot before the end of the story, I’m here to say Aprilia’s Tuono V4R is one of the most scintillating and capable sportbikes ever made. And the subtle modifications for 2014 have made a coveted bike even more coveteder.</div>
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Our opinions about the Tuono’s immensely high capabilities and charisma were solidified during our <a href="http://www.motorcycle.com/shoot-outs/2012-literbike-streetfighter-shootout-video-91254.html" style="color: #0983b6; text-decoration: none;">2012 Literbike Streetfighter Shootout</a>. The Aprilia handily won the racetrack portion, leaving Triumph’s Speed Triple R and MV Agusta’s Brutale 1090 R chasing the Tuono’s magically sweet V-4 exhaust snarl. The Trumpet makes for a comfier and better-balanced street machine, but the Tuono is the clear choice for first-degree hooligans.</div>
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For 2014, the Tuono receives several updates, including addressing our beefs about a stiff and slippery seat and a fuel tank that gets depleted too quickly. A new set of Brembo brakes brings ABS into the equation, and the Aprilia Performance Ride Control (APRC) suite of electronics gets software tweaks.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3971.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Profile" class="size-large wp-image-6203" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3971-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The Tuono V4R’s appearance is polarizing, but its riding experience is unanimously glorious. Now with a comfier seat and slightly more fuel range.</div>
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Motor-Head</h2>
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While the electronics are interesting, let’s begin instead with the Tuono’s most seductive element – its delicious 65-degree V-4 powerplant, one of the finest mills ever bolted between two wheels. Aprilia has doctored up its airbox for greater efficiency and uses taller intakes for the throttle bodies. Together with a revised exhaust system, the 1,000cc Tuono is purported to crank out 168 crankshaft horsepower, a trio of horses higher than previous.</div>
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However, our independent dyno testing failed to corroborate Aprilia’s claims for more power. Our bike spat out a considerable 145 horsepower to its rear wheel, but that nice number is lower than the 154 horses we recorded from our 2012 test unit. While it’s true the bikes were tested on different dynos many months apart, we didn’t expect to see this much less power with the new Tuono.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-Dyno.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Dyno" class="size-large wp-image-6187" height="450" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-Dyno-633x450.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Dyno results are from Gene’s Speed Shop in Torrance, California, which uses a Factory dyno instead of the more common Dynojet brand. It’s equipped with an electric motor which can place additional load on the engine beyond what can be provided via a simpler heavy drum that makes calculations based on inertia, supposedly resulting in more accurate results. The two traces here show both loaded and unloaded runs. Dynojet dynos are far more prevalent than Factory dynos, and most of them (and the ones we use) don’t have the electric resistance.</div>
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The Sound of Music</h2>
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But you’ll never notice the missing ponies riding the Tuono on the street, as it still pushes out 20 or more thoroughbreds than its Triumph and MV rivals, even if its low-end torque curve can’t match its larger-displacement rivals. It always feels eager to romp, almost like a two-stroke, delivering smackdown performance whenever asked. And the transmission’s first three gear ratios are shorter than its RSV4 brother, endowing it with more explosive responses at any street speed.</div>
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<span style="background-color: transparent;">Luciano Pavarotti’s voice pales in comparison to the soul-stirring song belted out by Aprilia’s engaging V-4. It’s both sweet and nasty at the same time, creating a bellowing tune as sung on world championship racetracks around the world, with a wild crackle on overrun. The Tuono is the closest you can get to a MotoGP streetfighter.</span><span style="background-color: transparent;"><br />The engine’s appeal is nearly matched by its slick and precise transmission featuring a quick-shifter that allows swift upshifts without touching the clutch lever. The clutch’s slipper function eases sloppy downshifts. The tranny’s only demerit is that neutral access isn’t always reliable, especially while rolling to a stop, and that engaging first gear at a stop is often accompanied by an unbecoming clunk.</span></div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB4052.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Action Left" class="size-large wp-image-6194" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB4052-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Despite its incredibly high sporting potential, the Tuono V4R has fairly accommodating ergonomics. Tall riders might wish for more legroom.</div>
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Technobabble</h2>
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Okay, now that we’ve praised the Tuono’s feral-yet-pleasing drivetrain, we’ll get to the bike’s cutting-edge electro wizardry. While the three-level launch control and quick shift settings remain unchanged, the eight-level traction control employs revised strategies. As for the three levels of wheelie control, the least intrusive setting is updated to bring down the front wheel less abruptly. The pilot also controls which of the four ride modes are used.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-XO7Y9299.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Knee Down" class="size-large wp-image-6197" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-XO7Y9299-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Backroad scratching is a hoot on the Tuono, and sophisticated electronics for traction control and ABS aid rider safety.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">Also new for 2014 is the Tuono’s braking system, now using new Brembo M432 monoblock brake calipers up front biting on 320mm rotors. Initial response from the new brakes isn’t as sharp as the latest supersports, but their smooth, linear power is about perfect for a streetbike. The rear brake, unchanged, is usefully powerful for street use. Their levers are adjustable front and rear.</span></div>
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But it’s the new ABS system that is the headlining news. It uses Bosch’s sophisticated 9MP brain and adds less than 5 pounds to the bike. Three modes are available: Track, Sport and Rain. Rear-wheel Lift Mitigation (RLM) is enabled in the latter two modes, preventing an unwanted stoppie during extreme braking. ABS, as with all of the Tuono’s electronic rider aids, can simply be switched off if you’re brave or talented.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3762.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Front Brake" class="size-large wp-image-6190" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3762-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
New brake calipers and the slotted wheel-speed ring identify this as a 2014 version.</div>
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Beyond the electronics, there are two other noteworthy changes to the 2014 Tuono that will benefit every street rider. First is a revised seat that’s flatter and better padded for significantly improved rider comfort. While it’s still a far cry from a cushy sport-touring saddle, it now has lots of fore-aft seat room that enables a rider to scoot back for relatively contented highway travel.</div>
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Also improved is the Tuono’s fuel range thanks to a 0.4-gallon larger fuel tank, now up to a claimed 4.9 gallons. However, Aprilia’s V-4 continues its reputation for thirst. We averaged barely above 30 mpg during its time in our greedy throttle hands, and it wasn’t uncommon to see the low-fuel light illuminate less than 100 miles after filling up. So, be grateful for the extra fuel, but don’t expect to see more than 140 miles out of each tank.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3885.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Seat" class="size-large wp-image-6192" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3885-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
To a rider, this is most noticeable improvement to the updated 2014 Tuono. It’s a significant step up in comfort while being only a slight step up in height, now at 32.9 inches. Note the grab handles cleverly integrated into the tailsection under the silver trim that give frightened passengers a stabilizing grip.</div>
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Framework</h2>
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The Tuono’s chassis remains unchanged. A modestly long 56.9-inch wheelbase tries in vain to inhibit wheelies, which can be provoked at speeds beyond any posted limit in America.</div>
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The notable change is to a new 43mm Sachs fork, now with compression and rebound circuits separated into different fork legs. Both the fork and shock are fully adjustable, allowing a rider to dial in settings suitable for their weight and riding style.</div>
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With its comfier seat, it’s not a stretch to imagine the Tuono as a super-sporty sport-touring machine. Its seat-to-peg distance is a little tight, and its short windscreen isn’t very effective. Still, this is a bike that can comfortably inhale hundreds of twisty miles in an entertaining day.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3556.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Left Turn" class="size-large wp-image-6189" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3556-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
With a frame designed for World Superbike, it’s no surprise the Tuono is blessed with exceptional stability and composure for a streetfighter.</div>
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Picking Nits</h2>
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There has yet to be a motorcycle that isn’t flawed in some respects, and as much as we love the Tuono, it’s not perfect. The electronic instrument panel now appears a bit outdated compared to the gauges on the latest sportbikes. And controlling the myriad of functions from the switchgear on the left handlebar isn’t as intuitive as we’d like.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3917.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Info Display" class="size-large wp-image-6193" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3917-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The Tuono has the same instrumentation as the RSV4. The analog tach is eminently readable, but its square LCD panel displays blocky numbers reminiscent of Atari. Also, red backlighting at night makes the digits less readable.</div>
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Conclusion</h2>
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Compared to a typical repli-racer, the Tuono is much more accommodating during normal streetbike chores, yet there’s no shortage of sporting performance from the engine or the chassis, as we proved on the racetrack during the aforementioned shootout.</div>
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But the royal Tuono is facing fresh challenges, most notably from KTM’s terrific 1290 Super Duke R and BMW’s new S1000R, a naked and slightly detuned version of the dominating S1000RR superbike. The Tuono retails for $14,499 in white or black, which might be matched by the yet-to-be-announced price of the BMW. The Super Duker will have a power advantage due to its bigger engine, but it might be saddled with an MSRP a couple thousand dollars higher when it’s revealed.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Read our review of the <a href="http://www.motorcycle.com/manufacturer/ktm/2014-ktm-super-duke-r-review-first-ride.html" style="color: #0983b6; text-decoration: none;">KTM Super Duke R</a></strong></div>
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But for now, if I had to travel 400 miles on a Saturday to get to a trackday on Sunday, using the same bike for both, I’d easily choose the Tuono V4R ahead of anything else yet on the market.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3478.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Aprilia Tuono V4R Wheelie" class="size-large wp-image-6188" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014-Aprilia-Tuono-V4R-EBB3478-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
This tends to happen when riding a Tuono V4R.</div>
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<section class="high-n-sigh" style="background-color: #333333; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 0px; color: white; font-size: 15px; margin: 0px 0px 36px; outline: 0px; padding: 16px 6px 16px 16px; vertical-align: top;"><table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 100%px;"><tbody>
<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Glorious motor</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Sporty without punishment</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Highly engaging</li>
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</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Thirsty</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Attractive but not beautiful</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Instrumentation a step behind</li>
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Source : motorcycle.com</div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6000651541637935626.post-56578415647230434532014-03-31T07:29:00.006-07:002014-03-31T07:29:56.929-07:002014 Suzuki V-Strom 1000 ABS Review – First Ride<div dir="ltr" style="text-align: left;" trbidi="on">
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<span class="photo" itemprop="contributor" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-right-color: rgb(149, 149, 149); border-right-style: solid; border-width: 0px; margin: 0px; outline: 0px; padding: 0px 10px 0px 0px;"><img src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/012014-2014_Suzuki_V-Strom-f.jpg" /></span></div>
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<span class="photo" itemprop="contributor" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-right-color: rgb(149, 149, 149); border-right-style: solid; border-width: 0px; margin: 0px; outline: 0px; padding: 0px 10px 0px 0px;">Photos by: Brian Nelson & Enrico Pavia</span></div>
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Suzuki V-Strom 1000</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">82.5%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 182px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">17.5/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.5/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4.5/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.75/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.0/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.0/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="border: 0px; margin: 0px; outline: 0px; padding: 0px;">82.5/100</strong></td></tr>
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<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"></span><br />
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The big <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">V-Strom</strong> returns for 2014 in a much anticipated reincarnation of its original form. Obvious outward appearances aside, the new Strom boasts increased displacement and midrange power from its redesigned V-Twin, better handling and improved stability from its new chassis, and an electronics package including non-switchable ABS and a three-position Traction Control system; TC a first for any <a href="http://www.motorcycle.com/manufacturer/suzuki.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Suzuki</strong> </a>motorcycle.</div>
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For two days Suzuki subjected a select group of attending journalists to sample, critique and enjoy the virtues of the 2014<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">V-Strom 1000 ABS</strong>. Blacktop was the primary surface upon which we travelled, but a short stint atop dirtier roadways emphasized the adventurousness of the Strom as well as reminding a few of the attending journos (me included) to the precariousness of riding a 500-pound motorcycle outfitted with street tires through deep sand.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/suzuki-dr-z_dakar" rel="attachment wp-att-6121" style="color: #0983b6; text-decoration: none;"><img alt="80s Suzuki DR-Z Dakar racer" class="size-large wp-image-6121" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/suzuki-dr-z_dakar-633x441.jpg" height="441" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Fashion inspiration comes from Suzuki’s own late-eighties Dakar entry. Note the beaked front end, a current Adventure-Touring profile associated with competing models, but this bike certainly gives Suzuki original styling cred.</div>
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Introduced in 2002 with no major improvements since, it wasn’t necessarily difficult to improve the decade’s old design. But Suzuki didn’t just throw new components at the aged model and call it done. Suzuki sent a team to interview current V-Strom owners to determine the bike’s weak points then address them accordingly. Their findings resulted in focused improvements to:</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_abs_engine" rel="attachment wp-att-6122" style="color: #0983b6; text-decoration: none;"><img alt="Highlighted areas represent revised engine components. Suzuki says the new, larger pistons weigh the same as previous ones. Each cylinder boasts two iridium spark plugs compared to a single conventional spark plug in the old model. The two plugs are controlled independently by their own ignition coils." class=" wp-image-6122 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_ABS_Engine-385x389.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="300" /></a><br />
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Highlighted areas represent revised engine components. Suzuki says the new, larger pistons weigh the same as previous ones. Each cylinder boasts two iridium spark plugs compared to a single conventional spark plug in the old model. The two plugs are controlled independently by their own ignition coils.</div>
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Low-to-mid range power/torque</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Increased high speed stability</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Reduced weight and bulkiness</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Updated styling design</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Integrated 3-piece luggage</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px 0px 10px; outline: 0px; padding: 0px 0px 0px 30px; position: relative;">Increased range of genuine accessories</li>
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Improved engine performance comes via larger displacement (996cc to 1037cc) achieved by increasing the bore from 98mm to 100mm while leaving the stroke the same at 66mm. Throttle bodies now boast 10-hole fuel injectors (replacing the four-hole injectors of the old model) improving fuel atomization.</div>
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Overall gearing is shorter due to a numerically higher primary-drive ratio, while sixth gear goes to a 1:1 ratio from the previous model’s slightly overdriven ratio. Both are designed for snappier freeway passing power without an undue increase in engine vibes.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2012-suzuki-vstrom-650-abs-review-first-ride-91171.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">2012 Suzuki V-Strom 650 ABS Review: First Ride – Video</strong></a></div>
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An alligator count resulted in a four-second timeframe for the Strom to accelerate from 65 mph to 75 mph while in top gear. At 55 mph, though, a downshift from 6th to 5th is required to quickly dispatch slower moving traffic. Otherwise, the engine outputs enough low- and mid-range power to keep things exciting and vibrations to a minimum. Above 5,000 rpm you’ll notice some engine vibes sneaking into the bars and footpegs, but you’re never cruising at this rpm (85 mph is still below the 5k-rpm threshold) unless you’re purposefully wanting to experience the rush that comes when the tach sweeps past 6,000.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_abs_cornering" rel="attachment wp-att-6124" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom 1000 cornering" class="size-slider wp-image-6124" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_ABS_Cornering-280x421.jpg" height="421" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="280" /></a><br />
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Cornering clearance is sporty, but aggressive riders will be touching down peg feelers early. The next to go on the right side is the lower edge of the exhaust pipe.</div>
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On-road handling manners are vastly improved by virtue of a frame/subframe combo that’s 13% lighter and 33% more torsionally rigid. A fully adjustable, 43mm, inverted KYB fork and pre-load adjustable shock maintain the Strom’s 502-pound (claimed, wet) composure at speed and compliancy when circumstances are more docile.</div>
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<a href="http://www.motorcycle.com/shoot-outs/2012-adventuretouring-shootout-video-91439.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">2012 Adventure-Touring Shootout – Video</strong></a></div>
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The level of flickability is what you’d expect from a tall bike (33.5-inch seat height) with a long wheelbase (61.2 inches), a 19-inch front wheel, long-travel suspension (6.3 inches front and rear), carrying its fuel load (5.3 gal.) in the traditional location – slow. The addition of nearly one inch between contact patches certainly didn’t help increase transition speed but does make for better high-speed stability. In achieving the longer wheelbase Suzuki actually shortened the distance between the front axle and swingarm pivot and lengthened the swingarm.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_dirt_action" rel="attachment wp-att-6125" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom 1000 off-road" class="size-large wp-image-6125" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_Dirt_Action-633x388.jpg" height="388" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Like a lot of Adventure-Touring bikes the V-Strom’s off-road worthiness depends on the abilities of its pilot. Some may scoff at the idea of anything less than asphalt beneath the street tires of the Suzuki, but the V-Strom 1000 weighs 69 pounds less than Triumph’s Explorer model.</div>
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Given the chance, however, the big Strom will make quick work of a twisty road, its tires and cornering clearance restraining it from higher levels of aggression. Lending to the 2014 V-Strom’s better handling is an overall reduction in curb weight, dropping from 520 pounds to 502 pounds full of liquids.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_exhaust" rel="attachment wp-att-6126" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom 1000 exhaust tuning butterfly valve" class="size-slider wp-image-6126" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_Exhaust-315x421.jpg" height="421" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><br />
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We’re not engineers but this seems like precarious placement for the delicate ECM-controlled Suzuki Exhaust Tuning butterfly valve – especially for any daring off-road adventurers.</div>
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Helping shed weight and improve handling is the redesigned exhaust system that replaces the old dual muffler arrangement with a single muffler and relocates the exhaust can from under the seat to a lower placement on the bike’s right side. Suzuki says the new system saves 10 pounds – more than half of the entire bike’s weight reduction. Increased radiator capacity and the loss of the old model’s oil cooler accounts for another 3.3-pound reduction.</div>
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There is big news in the electronics department, courtesy of Suzuki’s first-ever motorcycle traction control system. The switchable, three-mode (1, 2, Off) system monitors front and rear wheel speed, throttle position, crank position and gear position then controls rear wheel slippage via the ignition coil and secondary throttle valve.</div>
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Suzuki deserves kudos for developing a first-time TC system that, even when in level two, does not abruptly retard power, but rather softly restricts power delivery without disrupting corner exit drive or chassis composure.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_abs_handlebar" rel="attachment wp-att-6131" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom 1000 handlebar" class="size-large wp-image-6131" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_ABS_Handlebar-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Traction Control levels are selectable on the fly via left handlebar switchgear that also toggles information such as the tripmeters, odometer, fuel range, etc.</div>
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Unlike its TC system, the V-Strom’s ABS is non-switchable, and while it works very well, many will prefer to disable the ABS – at least to the rear wheel such as the Enduro Pro mode with <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">BMW</strong>’s ABS system on the <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">R1200GS</strong>. And while not an electronic rider aid, the Strom 1000 comes equipped with <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Suzuki’s Clutch Assist System</strong> (SCAS). Like other slipper clutches, SCAS helps reduce reverse engine torque when snapping high-rpm downshifts and also reduces clutch pull by a claimed 13 percent.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_abs_-instruments" rel="attachment wp-att-6132" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom instrument display" class="size-large wp-image-6132" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_ABS_-Instruments-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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The V-Strom’s instrument is legible but the one missing electronic rider aid component and corresponding readout we’d like to see added is cruise control. Note the easily accessible 12V power outlet.</div>
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Improved rider comfort comes by way of a handlebar that’s 34mm closer to the rider, and a longer seat-to-peg distance that results in an extra 15mm of legroom. The seat/tank junction has also been narrowed, and while this helps disguise the tallness of the Strom’s 33.5-inch seat height, there remains a wide feeling between your knees due to the width of the fuel tank. Seat foam is a little on the stiff side but all-day riding is manageable. Suzuki offers Low and High seat options, reducing and increasing seat height by 1.2 inches and 1.3 inches, respectively.</div>
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Passenger pegs were raised 33.1mm and moved forward 7.7mm. A nice design element is the inclusion of passenger grab handles into the rear luggage rack.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_abs_windscreen" rel="attachment wp-att-6133" style="color: #0983b6; text-decoration: none;"><img alt="The new windscreen is three-position adjustable by simply pressing forward to change its lateral movement, while its vertical positioning requires unbolting the screen from its mount. There’s also an optional touring windscreen that’s 40mm higher and 20mm wider." class="size-large wp-image-6133 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_ABS_Windscreen-633x430.jpg" height="430" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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The new windscreen is three-position adjustable by simply pressing forward to change its angle, while its vertical positioning requires unbolting the screen from its mount. There’s also an optional touring windscreen that’s 40mm higher and 20mm wider.</div>
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MSRP for the 2014 Suzuki V-Strom 1000 ABS is set at $12,699. The <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">V-Strom 1000 Adventure</strong>model includes hand guards, touring windscreen, side panniers and mounting brackets, engine guards, and bottom cowl for an additional $1,300. Both of which seem appropriately situated between <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Triumph</strong>’s <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Explorer</strong> ($15,699) and <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Tiger 800</strong> ($10,999).</div>
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Once we get a V-Strom 1000 in our test fleet, we’ll be able to evaluate it against the Triumph Tigers and other comparable adventure-touring bikes to discover how its price and performance stack up. Until then, however, you, like us, will have to wait until April when both long-term press bikes and retail units become available.</div>
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<a href="http://www.motorcycle.com/manufacturer/suzuki/2014-suzuki-v-strom-1000-abs-review-first-ride.html/attachment/2014_suzuki_v-strom_1000_knobbies" rel="attachment wp-att-6134" style="color: #0983b6; text-decoration: none;"><img alt="2014 Suzuki V-Strom 1000 with off-road tires" class="size-large wp-image-6134" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/01/2014_Suzuki_V-Strom_1000_Knobbies-633x474.jpg" height="474" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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On display outside the Yoshimura pit at the Anaheim II SX race was this V-Strom outfitted with Continental Twinduro tires – a necessary upgrade for any serious off-roading. Note the Yosh exhaust, pinstriped wheels, blackened rack and air scoops. The only missing component is a metal bash plate for protecting the exposed exhaust pipe and oil filter.</div>
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Source : motorcycle.com</div>
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Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-6000651541637935626.post-80440940630481211382014-03-31T07:26:00.002-07:002014-03-31T07:26:30.056-07:002014 BMW C600 Sport Review<div dir="ltr" style="text-align: left;" trbidi="on">
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2014 BMW C600 Sport</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.25%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 190px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">17/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.75/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4.25/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.75/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.25/100</strong></td></tr>
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Occasionally, a bike will capture the collective fancy of the MO staffers to such a degree that we actively seek out new opportunities to ride it again. The BMW C650GT is one of those motorcycles, as it redefines what we expect and what is possible with a scooter. It’s so broadly capable that it has the potential to lure motorcycle enthusiasts to the scooter world.</div>
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However, since the GT just won the <a href="http://www.motorcycle.com/shoot-outs/2013-uber-scooter-shootout-video" style="color: #0983b6; text-decoration: none;">2013 Uber Scooter Shootout</a> a little over a month ago, we couldn’t really justify arranging to return it to our stable so soon following publication. After all, the manufacturers don’t just loan us bikes because they’re nice folks (which they are – in case you were wondering). We have to tell them why they should undergo the expense of preparing and providing one of their machines for us to <del style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">play with</del> evaluate. Fortunately, the GT has a cute, athletic sister who is eager to hang out with her brother’s friends.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Read our <a href="http://www.motorcycle.com/manufacturer/bmw/2013-bmw-c600-sport-c650-gt-review-video-91485.html" style="color: #0983b6; text-decoration: none;">2013 BMW C600 Sport & C650 GT Review – Video</a></strong></div>
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While the designation C600 Sport appears to imply that BMW’s second entry into the “urban mobility” category has a smaller engine than the C650GT, that’s due only to BMW’s non-logical naming system. The Sport and GT share the same liquid-cooled 647cc parallel-Twin power plant. The siblings’ physical resemblance is more than skin deep; they share the same chassis.</div>
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Step-through scooters haven’t always been known for their performance (both in the engine bay and cranked over in corners). Happily, BMW has chosen to approach scooters as exciting utilitarian transportation rather than as perky two-wheeled baubles. So, what you get when you ride the C600 Sport is surprisingly energetic acceleration and class-leading cornering capability.<span id="more-6941" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"></span></div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Front.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 BMW C600 Sport Action Front" class="size-large wp-image-6948" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Front-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The Sport, like its sibling, the GT, has more than enough power to handle urban commuting duties – both on surface streets and highway.</div>
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When you roll on the throttle, the claimed 60 hp and 49 ft-lb. of torque feel completely accurate to the seats of our pants. The power comes courtesy of a thoroughly modern 79mm x 66mm parallel-Twin, breathing through four valves per cylinder. The 11.6:1 compression ratio necessitates the use of premium unleaded.</div>
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Since the C600’s continuously variable transmission (CVT) can’t be tested on a standard dyno, we are unable to give you numbers produced at the rear wheel. Still, when you launch the Sport, it pulls away with authority – after the brief pause associated with centrifugal clutch CVT transmissions. City traffic doesn’t stand a chance. Just twist the grip and go.</div>
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And go it will – all the way up to triple digits! So, in the more mundane world of commuter traffic, the C600 Sport can hold its own on both the surface streets and the highway. When considering the ability to generate such impressive speed with a step-through scooter, you might think that it would get kinda squirrelly with 15-inch wheels at an elevated pace. Although the steering is responsive, thanks to the small wheels, the 62.6-inch wheelbase puts it in the shorter end of cruiser specifications which makes the Sport a stable partner in high-speed crime. The 25.4 degrees of rake and 3.9 inches of trail, no doubt, contribute to this responsive yet stable character.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Read our <a href="http://www.motorcycle.com/manufacturer/bmw/2012-bmw-c-600-sport-review-91244.html" style="color: #0983b6; text-decoration: none;">2012 BMW C 600 Sport Review</a></strong></div>
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Get the C600 Sport outside of the urban centers it was designed to inhabit, and it feels just as comfortable when the pavement gets twisty. Although responsive, side-to-side transitions reveal the heft of the scooter. With a claimed wet weight of 549 lb., the Beemer’s CG is kept low, thanks to the cylinders’ 70 degree forward lean and the 4.2-gallon under seat gas tank. Although the Sport has a 26-lb. weight advantage and slight forward weight bias compared to the GT, any difference in handling is negligible.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Left.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 BMW C600 Sport Action Left" class="size-large wp-image-6949" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Left-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The C600 Sport’s riding position allows the rider space to sit in either a traditional, feet under you or a relaxed feet forward position.</div>
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The C600’s suspension consists of a 40mm inverted fork in the front with a single-sided swingarm and a preload adjustable, lay-down shock in the rear. Connecting the two is a tubular steel frame that uses the engine as a stressed member. The stoutness of the chassis coupled with the Sport’s ample ground clearance combine to make this one bike that you can really get your scoot on. The ground clearance, however, comes at the cost of a high 31.9 in. seat. Although we commend BMW for making a scooter you can truly lean over, the tall seat might scare away some shorter riders.</div>
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With all that ground clearance and a willing motor, riders will naturally find themselves traveling at higher velocities – but without the engine braking provided by standard transmissions. Fortunately, the C600’s three 270mm brake discs do a good job of scrubbing off the excess speed. While the brakes are plenty powerful, riders more inclined towards sporting machinery will miss some of the lever feedback to which they are accustomed. BMW’s standard ABS is ready to lend a hand should braking effort exceed the available traction.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Right.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 BMW C600 Sport Action Right" class="size-large wp-image-6950" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-BMW-C600-Sport-Action-Right-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
With the windshield in its highest position, only taller riders can see completely over it.</div>
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The comfortable feet-forward riding position may feel unusual for a bike with such cornering capability, but after a while, you no longer notice. A rider has the option of placing feet horizontally below knees or set at an angle further forward.</div>
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Weather protection of the C600 Sport is good but not as complete or as adjustable as the GT. The windshield is slightly smaller and only offers three manual adjustment positions. In its highest setting, turbulent air is directed at the top of the helmet of riders in the six-foot range, making for more wind noise. The other positions are better but offer less wind protection. If we hadn’t experienced the GT’s electrically adjustable windshield, we probably would have liked the Sport’s screen more.</div>
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Our test unit, like most of the BMW C scooters sold in the US, was equipped with the Highline accessory package, giving the rider access to heated grips and seat plus a tire pressure monitor. While the package adds $605 to the cost of the bike, BMW says that most buyers select this option. We probably don’t need to mention how nice it is to have a warm butt and fingers on chilly mornings, do we?</div>
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Another feature that contributes to the popularity of scooters is convenient storage. The Sport has two small cargo compartments in the fairing. The one on the left has an electrical outlet and locks with the fork. The C600’s underseat storage is unique in that it has the ability to expand when the bike is parked, enabling it to hold two helmets. This “flexcase” actually drops the bottom of the storage so that it almost rests on top of the rear tire. Consequently, the engine will not run with the flexcase in the lower position, as it would interfere with rear suspension travel. That storage and the LED light in the storage compartment are two premium features that make the BMW stand out among other scooters.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Read our <a href="http://blog.motorcycle.com/2011/11/08/manufacturers/bmw/2012-bmw-c600-sport-and-c650gt-scooter-preview/" style="color: #0983b6; text-decoration: none;">2012 BMW C600 Sport And C650GT Scooter Preview</a></strong></div>
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Perhaps our favorite little detail of the Sport and the GT is the parking brake that is engaged by the side stand. The implementation of the parking brake is so low-tech that it seems almost un-BMW like. A bar actuates a caliper on the rear brake when the side stand is deployed. We have to wonder why all scooters don’t have this simple device instead of a separate parking brake.</div>
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When considering all that the BMW C600 Sport has to offer – from its roomy accommodations to plentiful storage to backroad scratching capability – BMW is clearly trying to appeal to a more well-heeled buyer than the typical person looking just for economical transportation. The $9,590 supports that assumption. Add to that the $605 Highline Package, and you’ve got some serious change invested in a scooter. You do, however, get what you pay for in terms of performance, fit and finish (which are all top-notch). The 2014 colors are Alpine White, Cosmic Blue Metallic Matte, and Sapphire Black Metallic. (The Titanium Silver Metallic on our test bike is no longer available.)</div>
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If you’re in the market for a performance-oriented scooter, you owe it to yourself to check out the BMW C600 Sport.</div>
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Source : motorcycle.com</div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6000651541637935626.post-5896097275756563882014-03-31T07:22:00.002-07:002014-03-31T07:22:33.972-07:002014 Harley-Davidson Low Rider<div dir="ltr" style="text-align: left;" trbidi="on">
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2014 Harley-Davidson Low Rider</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.25%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 182px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">18.25/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.5/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="border: 0px; margin: 0px; outline: 0px; padding: 0px;">86.5/100</strong></td></tr>
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When introducing a new motorcycle, many manufacturers lead off with all the technical marvels they’ve packed into their latest offering. <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="color: #0983b6; text-decoration: none;" target="_blank">Harley-Davidson</a></strong> often begins with talk of the style of its new motorcycle and how it ties to the company’s history. Being one of the largest motorcycle manufacturers in the world certainly says something about the success of the motor company’s development model.</div>
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So, when the representatives at a Harley new model press briefing mention styling first, it should come as no surprise. Reintroducing a model that was first released in 1977 (at Daytona Bike Week, no less) after it has been on a five year hiatus, Harley naturally calls upon the bike’s past heritage (by, maybe, introducing it at Bike Week) before outlining how it’s been modernized with a more powerful engine and a refined chassis.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/harley-davidson/1997-harleydavidson-dyna-low-rider-13102.html" style="color: #0983b6; text-decoration: none;" target="_blank">1997 Harley-Davidson Dyna Low Rider – And A Brief History Of The Low Rider Models</a></strong></div>
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In the Heritage Department, the Low Rider wears some unmistakable styling touches that were featured in the original FXS model of the Low Rider. Take a gander at the polished headlamp visor or eyebrow (as it was referred to in the press briefing). The polished fork and the tiny front fender carry a family resemblance. How about those split five-spoke aluminum wheels, featuring both machined aluminum and wrinkled black paint? Hey, the engine gets the same wrinkle paint, machined metal look, too. The chromed 2-into-1 exhaust has the same bad attitude of the original. Yep, theme duly noted here.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-static-35857" rel="attachment wp-att-7188" style="color: #0983b6; text-decoration: none;"><img alt="The design team's attention to detail ties the Low Rider to its predecessors yet looks more modern at the same time." class="size-large wp-image-7188" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-static-35857-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The design team’s attention to detail ties the Low Rider to its predecessors yet looks more modern at the same time.</div>
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The Low Rider has always been about hot-rod-styled performance wrapped in an attention-getting chassis (most recently the Dyna chassis) that just so happens to fit shorter riders. However, when addressing the FXDL’s past style, Harley’s engineers gave themselves some technological challenges to puzzle over. The biggest task was the desire to have the Low Rider fit riders ranging in height from 5’1″-6’1″. Yes, an entire foot difference in height. Most American riders don’t know that, although the Low Rider has been shelved domestically for the past five years here, it has continued to sell – and sell well – in the Japanese market. Since Japanese are typically shorter than Americans, the size spread begins to make more sense.</div>
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The Low Rider was designed to fit every body size between a Japanese female who measures in the 50th percentile of height for a Japanese woman while the 6’1″ top end of the equation settles in at the 90th percentile height of American men. So, the FXDL is supposed to fit riders ranging from a mid-sized Japanese woman to an above average height American man. Considering the variables of arm, leg, and torso length, this is an astonishing challenge. To find out what the needs of riders in the market for a bike like the Low Rider were interested in, Harley used the same customer-focused process they developed for Project RUSHMORE.</div>
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The puzzle presented by the Low Rider is really a question of ergonomics. How does a single motorcycle accommodate such differing body types? In the end, Harley did it with some good old American ingenuity, the key of which was the all-important rider triangle. The handlebar, seat and pegs constitute the primary contact points with the rider. Within these points the physical limitations of the differing body sizes needed to be accommodated. If the pegs were in a fixed location (though ultimately two inches forward from their previous location), then the points available to change by the riders themselves were the grips and the seat. Both were addressed in simple but clever ways.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-seat-comparison" rel="attachment wp-att-7192" style="color: #0983b6; text-decoration: none;"><img alt="Sometimes a simple solution is the best one. Take a look at how the same seat can support two different sized riders." class=" wp-image-7192 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-seat-comparison-343x421.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="300" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Sometimes a simple solution is the best one. Take a look at how the same seat can support two different sized riders.</div>
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Using computer models, the design team was able to overlay the two extremes of the rider triangles onto the chassis in order to calculate the range that the two variables needed to support. Once those were determined, the trick was to make the bike easily adjustable. For example, Harley could have sold the Low Rider with a seat option for shorter and taller riders. Many manufacturers do this. Instead, a seat was created with a means of changing its size to fit smaller riders.</div>
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The FXDL’s seat has a spiffy chrome Harley badge inset into the lumbar section of the seat. However, what looks like a nice styling touch is really a cover. Lifting the seat reveals two screws positioning the badge. When these are unscrewed, mounting points under the badge are exposed that secure a bolster which moves the back of the seat 1.5 inches forward. Reaffixing the badge holds everything neatly in place. This mode of adjustment is much more convenient for both the customer (who isn’t forced to make a choice at the time of sale) and the manufacturer (who only needs to build and track one seat).</div>
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The handlebar position is given infinite variability within a 2.4 in. range thanks to a clever riser assembly. In an arrangement that looks somewhat like dog bone risers (only bent about 60 degrees), the adjustment comes from clamps located just above the triple clamp. Then the risers themselves pivot forward and rearward through the range of adjustment. Atop the risers a pair of clamps hold the handlebar itself. Adjusting the bar position is as easy as loosening two allen bolts and adjusting the tilt of the risers. Once they’re tightened in position, loosen two handlebar bolts and rotate the handlebar until the grips are in the desired location. Total time is just about two minutes!</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-static-7316" rel="attachment wp-att-7187" style="color: #0983b6; text-decoration: none;"><img alt="Why don't more cruisers have adjustable risers like this? Probably because nobody thought of this clever solution before now." class="size-large wp-image-7187" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-static-7316-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Why don’t more cruisers have adjustable risers like this? Probably because nobody thought of this clever solution before now.</div>
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To a 5’11″ rider, having the risers in the foreword-most position feels a little like the reach to a drag bar. In the full rearward position, the grips feel a bit too rearward to the same rider. Fine tuning to find the sweet spot takes seconds. Adjusting the seat only takes a phillips head screwdriver though this only moves the rider forward. The seat height itself is a modest 25.4 in. The narrowness of the front of the seat gives the rider the feeling of an even lower seat.</div>
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The upgrades to the Dyna chassis focused on the suspension bits. The stated goal was to find the right balance between riding comfort and control. Given that the FXDL is viewed as a performance model, when the conflicting goals conflicted with each other, the nod was given in the direction of control. Both the fork and the shocks have tri-rate springs. The initial rate is quite soft to address rider comfort over smaller road irregularities. The next two rates are progressively firmer, allowing better control over larger bumps. In the 49mm fork, the firmer spring rates also minimize brake dive into the 5.1 in. of travel, giving the rider more confidence during aggressive braking.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-action-6059" rel="attachment wp-att-7173" style="color: #0983b6; text-decoration: none;"><img alt="The riding position is relaxed for a 5'11" rider, but we wish Harley had included an inch of fore/aft adjustment for the footpegs." class="size-large wp-image-7173" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-action-6059-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The riding position is relaxed for a 5’11″ rider, but we wish Harley had included an inch of fore/aft adjustment for the footpegs.</div>
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Visually, the shocks are striking with their black body and springs capped with chrome. The firmer of the three spring rates are directed more towards handling. If the springs are too soft, the bike will be wobbly under cornering forces. Too firm and the ride will be overly harsh. The adjustable rear preload is designed to move the suspension to the firmer spring rates earlier as the Low Rider is asked to carry heavier loads. With only 3.1 in. of travel, the rear suspension doesn’t have a lot of room to work its magic. Still, in our day’s ride on the Low Rider worked well in a variety of riding conditions.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-static-48760" rel="attachment wp-att-7171" style="color: #0983b6; text-decoration: none;"><img alt="Finally, a cruiser with a tachometer! The warning lights are hidden in the instrument faces. The LCD display offers tons of information, including gear selection." class="size-large wp-image-7171" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-static-48760-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Finally, a cruiser with a tachometer! The warning lights are hidden in the instrument faces. The LCD display offers tons of information, including gear selection.</div>
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While never feeling harsh for a 170 lb. rider on the interstate, highway or around town, truth be told, the roads we covered in rural Florida were pretty smooth, so it’s hard to get a feel for how the FXDL will behave in bumpier environments. Will the shocks bottom easily, like <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2012-harleydavidson-dyna-super-glide-custom-review-91131.html" style="color: #0983b6; text-decoration: none;" target="_blank">other Dynas we’ve tested</a>? We did manage to navigate the eleven corners in the entire state of Florida, and again, with this limited sampling, the only thing holding the Low Rider back in corners is ground clearance typical of cruisers. The pegs drag, giving the rider some warning – a particularly important one on the right side, where the leading edge of the muffler can touch down hard. Steering response is good for a big, heavy cruiser regardless of whether we were changing lines mid-corner or changing lanes on the freeway. We look forward to get a unit for a proper test in the future.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-action-49842" rel="attachment wp-att-7183" style="color: #0983b6; text-decoration: none;"><img alt="Cornering clearance is about average for a cruiser, but the muffler touches down shortly after the peg." class=" wp-image-7183 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-action-49842-388x633.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="300" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Cornering clearance is about average for a cruiser, but the muffler touches down shortly after the peg.</div>
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One area that the fun factor is immediately apparent is the Twin Cam 103 engine, which is standard in most Dynas. We’ve <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-fxdf-fat-bob.html" style="color: #0983b6; text-decoration: none;" target="_blank">sampled this 103/Dyna combination</a> before and have always come back impressed. The exhaust note is throaty for a stock unit. The engine’s rubber mounts quell most of its vibration even at elevated highway speeds. The torque curve means that, if you’re feeling lazy as you roll through one of those quarter-mile-wide towns you find on rural highways, you don’t really have to downshift and can chuff through the reduced speed zone before rolling back up to speed.</div>
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The Low Rider’s dual 300mm front discs deliver whoa-power when you need it. The four-piston calipers offer plenty of feel and ease of modulation. Steering under braking is easy, thanks to the fork and the carcass shape of the Michelin Scorcher tires. The two piston caliper and 292mm rear disc are unremarkable, simply getting the job done without any fuss. The optional $795 ABS on the model tested worked as you’d hope it would – unobtrusively. However, the location of the brake pedal leaves a lot to be desired. The pedal is difficult to operate because it is slightly below the foot peg and almost requires that the heel be lifted off the peg. The smoothness of the pedal surface exacerbates the problem in the wet where, without a heel hooked on the peg, the rider’s foot can slip off the pedal. It’s hard to believe that the same company that created the clever handle bar risers on the Low Rider is responsible for the brake pedal.</div>
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<a href="http://www.motorcycle.com/manufacturer/harley-davidson/2014-harley-davidson-low-rider-review.html/attachment/030914-2014-harley-davidson-low-rider-static-4862" rel="attachment wp-att-7184" style="color: #0983b6; text-decoration: none;"><img alt="If you need an attitude adjustment, the Low Rider's Twin Cam 103 would be happy to oblige." class="size-large wp-image-7184" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/030914-2014-harley-davidson-low-rider-static-4862-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
If you need an attitude adjustment, the Low Rider’s Twin Cam 103 would be happy to oblige.</div>
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Overall, our short time with the Low Rider revealed a bike that has tons of attitude and the performance to back it up. With a base price of $14,199 in Vivid Black, the FXDL is cool looking, but you owe it to yourself to pop for the two-tone Brilliant Silver/Vivid Black or the stunning Amber Whiskey/Vivid Black for $14,929. The 2014 Harley-Davidson Low Rider has made an entry into the market that is worthy of the original model. Go try this bike’s attitude on for size.</div>
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<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Adjustable ergonomics</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Great engine</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">1970s style</li>
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</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Not enough ground clearance</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Funky brake pedal location</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">ABS is not standard</li>
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</section></div>
Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-6000651541637935626.post-7087070283647503352014-03-31T07:19:00.000-07:002014-03-31T07:19:01.959-07:002014 Kawasaki Ninja 1000 ABS Review – First Ride<div dir="ltr" style="text-align: left;" trbidi="on">
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<h4 class="title" style="border: 0px; color: #565656; font-size: 1.15em; margin: 0px; outline: 0px; padding: 0px;">
2014 Kawasaki Ninja 1000 ABS</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span> <span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">92%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 180px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">19/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">10/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">10/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">10/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">10/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="border: 0px; margin: 0px; outline: 0px; padding: 0px;">92/100</strong></td></tr>
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Introduced in 2011, the<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"> Ninja 1000</strong> bridged a gap between the uncompromising performance of <a href="http://www.motorcycle.com/manufacturer/kawasaki.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Kawasaki</strong></a>’s flagship <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">ZX-10R</strong>and its more docile, long-distance counterpart the <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Concours 14 ABS</strong>.</div>
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Three years on and an ameliorated Ninja 1000 has arrived, boasting a litany of performance improvements with only a meager $200 price increase.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2014-kawasaki-ninja-1000-abs-review/" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Click here for more pictures of the 2014 Kawasaki Ninja 1000</strong></a></div>
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Where last year’s Ninja 1000 was available with or without ABS for $11,099 and $11,799, respectively, the 2014 Ninja 1000 comes standard with ABS for $11,999. But the new-model-year bike is equipped with far more than just ABS, including upgrades such as traction control, power modes, monobloc front brake calipers, a redesigned subframe featuring a vastly improved luggage mounting system, upgraded engine performance and more.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386711" style="color: #0983b6; text-decoration: none;"><img alt="2014-kawasaki-ninja-1000-BLUE" class="size-large wp-image-4287" height="474" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-BLUE-633x474.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Styling is familiar but slightly different. Brushed aluminum exhaust replaces the matte black of last year’s model. The rider’s seat height remains the same (32.3”) but a new subframe narrows the seat. Note the shock’s preload twist knob and attachment point for saddlebags close to rear passenger pegs. Colors are Candy Cascade Blue and Candy Lime Green.</div>
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When we last visited the Ninja 1000 we brought along a couple of its friends, the <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Suzuki GSX1250FA</strong> (<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Bandit</strong>) and<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"> Yamaha FZ1</strong>. In that shootout we praised the mid-range power and torque of Ninja. “What the Ninja has on its competitors is motor – gobs and gobs of midrange motor. An impromptu six-gear roll-on with the Kawasaki left me on the Yamaha FZ1 counting seconds while the FZ1’s inline four-cylinder spun up revs,” we wrote in 2011.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">FLASHBACK: <a href="http://www.motorcycle.com/shoot-outs/2011-gentlemen-sportbike-shootout-90855.html" style="color: #0983b6; text-decoration: none;">2011 Gentlemen Sportbike Shootout</a></strong></div>
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By the numbers the 2011 Ninja 1000 spun the dyno to a tune of 121.1 horsepower at 10,100 rpm and 71.6 ft-lb. of torque at 7,800 rpm. Kawasaki says it’s improved the engine’s performance via new intake cams and new cylinder connecting passageways.</div>
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Having no 2013 Ninja 1000 with which to make a direct riding comparison and unable to dyno the new Ninja, for now we’ll have to take Kawasaki’s word that these changes did, in fact, improve the Ninja’s mid- to high-rpm performance and low- to mid-range torque.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386657" style="color: #0983b6; text-decoration: none;"><img alt="The Ninja 1000 ABS is both comfortable and fast, and at 509 pounds wet, it’s 184 pounds lighter than the substantially larger Concours 14 ABS. " class="size-large wp-image-4292" height="421" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-abs-7416-633x421.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The Ninja 1000 ABS is both comfortable and fast, and at 509 pounds wet, it’s 184 pounds lighter than the substantially larger Concours 14 ABS.</div>
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What we can verify is that Ninja 1000’s front end lifts during full-throttle gear shifts from first to second and second to third, and easily attained an indicated top speed of 154 mph. Further review of real or perceived engine improvements will come once we have a model in our possession.</div>
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Adding auditory excitement to this high-rpm fun are new equal-length velocity stacks, a new non-woven air filter element and an upgraded airbox with additional atmospheric intakes. These changes conspire to enhance the intake howl of the Ninja, but not so much that it becomes annoying during a long-haul ride.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">COMPARE: <a href="http://www.motorcycle.com/shoot-outs/the-best-literbike-for-the-street-90566.html" style="color: #0983b6; text-decoration: none;">The Best Literbike For The Street</a></strong></div>
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Helping moderate power flow are two new electronic systems for the Ninja 1000: Low and Full power modes and a four-position <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Kawasaki Traction Control</strong> (<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">KTRC</strong>). While the Full power mode is obvious, the Low power mode maintains the same engine performance up to approximately 70% of total engine power. During this initial test we kept the power mode on Full to enjoy every pony the Ninja had to deliver. While passing power is ample and immediately available, the engine does emit a high-frequency buzz between 6,000 to 7,500 rpm.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386717" style="color: #0983b6; text-decoration: none;"><img alt="2014-kawasaki-ninja-1000-GREEN_Rider_POV_R" class="size-large wp-image-4288" height="482" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-GREEN_Rider_POV_R-633x482.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
A slightly different LCD gauge includes KTRC, Power Modes, ABS and Economical Riding indicators. Note the KTRC and Power Mode selector mechanism on the left handlebar. The new Ninja retains the popular and well-performing three-position, manually adjustable windscreen.</div>
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The KTRC can be adjusted between three levels of intervention or turned off completely. Like the power modes, we left the KTRC turned on in its lowest intervention level and rode our two-day, 400-mile route without noticing the system operating in the background. KTRC remained transparent even during some aggressive throttle application, leaving us nothing to complain about.</div>
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Both the ride modes and KTRC are selectable via an easy-to-use interface on the left handlebar and visible in the new digital readout adjacent to the analog tachometer.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386693" style="color: #0983b6; text-decoration: none;"><img alt="Overall width of the new Ninja with saddlebags attached is significantly reduced. Bags are easily removed and installed, and the Ninja remains attractive whether wearing the bags or not." class="size-slider wp-image-4289" height="421" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-abs-KQR-Saddlebag-rear-320x421.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="320" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Overall width of the new Ninja with saddlebags attached is significantly reduced. Bags are easily removed and installed, and the Ninja remains attractive whether wearing the bags or not.</div>
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Possibly more influential than the engine enhancements and electronics upgrades is the redesigned subframe with integrated luggage attachments. Unlike last year’s saddlebag attachment bracketry (resembling Erector-set construction) the new system is clean and attractive both with and without bags attached.</div>
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The 28-liter color-matched bags are made by Givi exclusively for the Kawasaki Ninja 1000 ABS and can be keyed by a dealer to match the bike’s ignition key. The Ninja 1000’s hard saddlebag kit lists for $1,269.75. There’s also a choice of a 39-liter top case ($139.95), but due to different mounting hardware the saddlebags and top case cannot be attached simultaneously. If more carrying capacity is needed, there’s a wide selection of soft luggage available from Kawasaki specifically designed for the Ninja 1000.</div>
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The 2014 Ninja 1000 ABS also comes equipped with a new remote rear spring preload adjuster located behind the rider’s right leg. It’s a welcome addition, since a bike like this will be faced with carrying loads of various weights. The twist knob is adjustable through a range of 40 clicks, which seems a little excessive to us. Stock position is eight clicks out from full soft which allows too much movement even with only a single rider at aggressive speeds. We doubled the click count on the rear preload adjuster to 16 and added one click all around to the fully adjustable, 41mm, inverted front fork and to the shock’s rebound.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386681" style="color: #0983b6; text-decoration: none;"><img alt="It could be the lack of weight upon the front wheel, the continued use of a 190/55-17 rear tire or a combination of both, but the Ninja’s front end lacks some confidence when it flops into turns and doesn’t stick to the rider’s chosen arc. Otherwise, handling characteristics from the Ninja’s chassis and suspension are commendable." class="size-large wp-image-4290" height="421" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-abs-8135-633x421.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
It could be the lack of weight upon the front wheel, the continued use of a 190/50-17 rear tire or a combination of both, but the Ninja’s front end lacks some confidence when it flops into turns and doesn’t stick to the rider’s chosen arc. Otherwise, handling characteristics from the Ninja’s chassis and suspension are commendable.</div>
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With the bike’s suspension better tuned and tightened, attention was focused on the Ninja’s handling which remains largely the same as the previous model. This translates as good but not perfect. “The Ninja responds capably in the curvy bits and can bomb through a canyon road, but we all noted a small understeer problem requiring a constant pressure on the inside bar to maintain the desired arc around a corner,” we reported in 2011 and are reiterating here for the 2014 model. Editor Duke insists this problem is due to the flatter profile of the 190/50 rear tire rather than the more modern 190/55 standard.</div>
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<a href="http://www.kawasakininja1000.com/" style="color: #0983b6; text-decoration: none;" target="_blank"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Kawasaki NInja 1000 Forum</strong></a></div>
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Another gripe stems from the Ninja’s clutch. The way it was adjusted on my test bike, it didn’t fully disengage until it was pulled tight to the grip and engaged too quickly, causing me to stall the bike a few times when performing tight, slow maneuvers. The clutch also exhibited a grabbiness at certain times, exacerbating the problem.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=386699" style="color: #0983b6; text-decoration: none;"><img alt="The 28-liter, lockable saddlebags will hold a full-face helmet and are a huge improvement compared to last year’s bags and mounting bracketry." class="size-large wp-image-4291" height="482" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/10/2014-kawasaki-ninja-1000-abs-KQR-Saddlebag-right-open-633x482.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The 28-liter, lockable saddlebags will hold a full-face helmet and are a huge improvement compared to last year’s bags and mounting bracketry.</div>
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The new monobloc radial-mount front brakes with pads featuring a higher coefficient of friction worked flawlessly, as did the ABS which utilizes a new fluid pressure sensor to better control line pressure. The sensor also transmits braking information to the bike’s ECU to suppress rear lift. Stopping power is strong and appropriate to the amount of pressure on the lever. The front brake lever is also adjustable.</div>
<section class="high-n-sigh" style="background-color: #333333; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 0px; color: white; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 36px; outline: 0px; padding: 16px 6px 16px 16px; vertical-align: top;"><table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 100%px;"><tbody>
<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Engine performance & power delivery</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">ABS, KTRC & power modes</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Comfort & luggage</li>
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</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Clutch operation</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Vague feeling front end</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Engine buzziness at certain revs</li>
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In all, the 2014 Ninja 1000 ABS with all the technologies Kawasaki has thrown at it, as well as the upgrades to the engine and existing components for only a $200 price increase over last year’s ABS model, is impressive to say the least. The Ninja 1000 was already our choice as the best balance between performance, comfort and touring capabilities in what we called the Gentlemen’s Sportbike category, and this new model only strengthens our opinion.</div>
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<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2014-kawasaki-ninja-1000-abs-review/" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Click here for more pictures of the 2014 Kawasaki Ninja 1000</strong></a></div>
<h2 style="background-color: white; border: 0px; color: #ce0000; font-family: Oswald, Arial; font-size: 1.6em; font-weight: 400; margin: 0px 0px 0.75em; outline: 0px; padding: 23px 0px 0px;">
2014 Kawasaki Ninja 1000 Specs</h2>
<table border="0" cellpadding="0" cellspacing="0" class="data" style="background-color: #fafafa; border-bottom-color: rgb(232, 233, 234); border-bottom-style: solid; border-collapse: collapse; border-spacing: 0px; border-width: 0px 0px 1px; clear: both; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: -14px 0px 24px; outline: 0px; padding: 0px; width: 100%px;"><tbody>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Engine</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Displacement</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">1,043cc</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Bore x stroke</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">77.0 x 56.0mm</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Compression ratio</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">11.8:1</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Fuel injection</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">DFI with four 38mm Keihin throttle bodies, oval sub-throttles</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Ignition</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">TCBI with digital advance</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Transmission</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Six-speed</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Final drive</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">X-ring chain</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Rake / trail</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">24.5 degrees / 4.0 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Frame type</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Aluminum Backbone</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Front tire</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">120/70 ZR17</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Rear tire</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">190/50 ZR17</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Wheelbase</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">56.9 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Front suspension/wheel travel</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Rear suspension/wheel travel</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Horizontal monoshock with stepless rebound damping, remotely adjustable spring preload / 5.4 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Front brakes</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Dual 300mm petal-type rotors with radial-mount four-piston monobloc calipers and ABS</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Rear brake</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Single 250mm petal-type rotor with single-piston caliper, with ABS</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Overall length</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">82.9 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Overall width</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">31.1 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Overall height: (Windscreen DN/UP)</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">46.1 / 48.4 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Seat height</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">32.3 in.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Curb weight</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">509 lbs.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Fuel capacity</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">5.0 gal.</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Color choices</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Candy Lime Green, Candy Cascade Blue</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">MSRP</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">$11,999</td></tr>
<tr><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">Warranty</td><td style="border-spacing: inherit; border-top-color: rgb(232, 233, 234); border-top-style: solid; border-top-width: 1px; color: #565656; font-size: 0.85em; padding: 10px; vertical-align: top;">12 Months</td></tr>
</tbody></table>
</div>
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-30836206944479073062014-03-31T07:14:00.001-07:002014-03-31T07:14:07.209-07:00Evans Off Camber – A Matter Of Perspective<div dir="ltr" style="text-align: left;" trbidi="on">
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<img src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/Evans__KW1A9925-2-633x389.jpg" /></div>
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Over the course of my riding career, I’ve had some of the most common motorcycling mishaps, like putting my foot down on something slippery at a stop and dropping my bike – in front of a group of people (journalists on one recent occasion). Or tipping over in Meridian, Miss., because I hadn’t yet mastered the art of using the throttle and clutch to keep the bike from falling to the inside of a low speed turn.</div>
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I’ve also had my share of unusual experiences. I’ve lost my front end and slid into oncoming traffic on the Angeles Crest Highway, totaling my first bike. Strapped to a backboard, I was helicoptered to a hospital with my only injuries being two jammed thumbs and a sprained ankle. (I think the paramedics wanted to make an example of me when they strapped me down and paraded me in front of the other riders assembled at the road block at the helicopter’s landing zone.)</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/Evans__KW1A9845-2.jpg" style="color: #0983b6; text-decoration: none;"><img alt="Father and daughter on a motorcycle" class="size-large wp-image-7702" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/Evans__KW1A9845-2-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Some experiences need to be shared.</div>
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I T-boned an SUV that ran a red light in front of me on my way to teach a motorcycle safety class. Fortunately, proper maximum braking technique reversed the roles that the SUV and I played at the point of impact – although my first bike was totaled for the second time.</div>
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I’ve caught on fire from sliding through burning fuel in a racing incident and had to be extinguished by another racer. In a different instance of on-track gymnastics, my bike high-sided underneath me, giving my billet aluminum foot peg the opportunity to attempt to penetrate me anally, making it difficult for me to walk and even more difficult to sit for more than a week. (The paramedic and I shared a moment as she palpitated my injury trackside as the race continued in the background.)</div>
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I’ve felt the adrenaline rush of close calls, like rounding a corner to discover black ice or hitting a pothole at 80 mph at night on the Ventura Freeway, traveling in the close proximity to the surrounding cars the way that only urban riders can understand. When the bike stopped wobbling, both my feet were off the pegs with my left knee hooked over the seat while my right boot dragged on the pavement beside the rear tire.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/First-Ride.jpg" style="color: #0983b6; text-decoration: none;"><img alt="Father and daughter on motorcycle" class="size-large wp-image-7704" height="474" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/First-Ride-633x474.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The first ride. Pulling away with my heart in my throat.</div>
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But none of that compares to the abject terror I felt as I engaged the clutch and pulled out onto my quiet residential street taking my eight year old daughter for her first motorcycle ride. I’d prepared for months. We’d discussed her role as passenger and practiced where she was supposed to look and how she was supposed to behave. She looked like a transformer in her Alpinestars Bionic armor and HJC helmet. She was so wound up she was practically vibrating. I was excited and grinning from ear-to-ear. However, beneath it all, I was consumed with fear.</div>
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When she was still nursing and quite cranky in the evenings, I would often take walks with her strapped to my chest in a Baby Bjorn, soothing her as we waited for my wife to come home from the office. During those dusk strolls, I planned multiple escape routes for every car we encountered on the peaceful suburban streets. I was ready for the potential threat that each driver embodied with their cell phone or scalding coffee or undiagnosed heart problem or whatever it was that would have them suddenly crush the gas pedal and careen out of control down the sidewalk bouncing from garden wall to parked car and back, leaving a trail of death behind them. I was prepared for every possible scenario.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/6918-EBrasfield-2.jpg" style="color: #0983b6; text-decoration: none;"><img alt="Girl with proper riding gear" class="size-medium wp-image-7705" height="300" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/6918-EBrasfield-2-300x300.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="300" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Prepare for the worst and hope for the best. Isn’t that the best we can do in any aspect of our lives?</div>
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That’s what its like being a parent. Nothing has ever heightened my feeling of vulnerability on a motorcycle more than having my daughter riding with me. Risks that would seem insignificant for myself become an event worthy of serious consideration with my daughter. And it’s not just with children. I remember a metallic taste in my mouth as I watched my wife on her first street rides after passing a MSF course and getting her motorcycle endorsement – a feeling<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Melissa Holbrook Pierson</strong> captures exquisitely in her book <em style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">The Perfect Vehicle: What It Is About Motorcycles</em>:</div>
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<em style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">But the rider has never known a fear quite like the one when riding just ahead is the object of deep affection. Flying along in tandem, an invisible wire stretched between them to connect the distance through a moving world, the one looks to the other like an insect clinging to the frenzied body of its prey. The rider, behind, watches this transformed human and sees right through the leathers to the tender skin as it looked while sleep was upon it. In one flash the rider sees how laughably easy it would be for something to happen. It is that pernicious distance between them that does the trick: a few yards that is an unbridgeable gap. Perhaps it’s all projection—that the rider, looking toward the other, at once feels how vulnerable the self truly is.</em></div>
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However, this is where many parents and non-riders stop – at the acknowledgement of these very basic fears. Yes, many things can hurt you. The list of situations you have no control over vastly outnumber those that you do. But isn’t the very instant you bend your motorcycle into a blind turn – like the creation of life itself – a celebration of beating the odds? If you shrink back from your fear – again, very real and even justifiable – what have you saved? Life is a gift meant to be taken out and enjoyed, not locked away for protection.</div>
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So, I choose to hone the sensitivities spawned by my natural fearfulness, to stick out my hand out of instinct, not any direct sensation, to stop my child before she steps into the street without looking. I try to teach her to be curious, to explore, but not to do so naively. Rather, enter situations with a watchful eye and an active mind attempting to anticipate what is to come but not to the extent as to miss out on spontaneity.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/Evans__KW1A9826-2.jpg" style="color: #0983b6; text-decoration: none;"><img alt="Father and daughter riding motorcycle around a corner" class="size-large wp-image-7700" height="388" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/Evans__KW1A9826-2-633x388.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Look at that form. She gets it!</div>
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It’s all a matter of perspective: The risks I’m willing to allow for myself and the risks I’ll accept for my children. The risks involved in a well-lived life versus the risk of missed experiences from being overprotective. Ultimately, the destination is the same for all of us. So, take that step. Ask yourself: Where does this road lead? What adventure is just around the corner?</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-14179248293437072732014-03-31T07:12:00.002-07:002014-03-31T07:12:36.446-07:002014 Honda CTX1300 Review<div dir="ltr" style="text-align: left;" trbidi="on">
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<img src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-f.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></div>
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2014 Honda CTX1300</h4>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.75%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 190px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">17.25/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.75/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.75/100</strong></td></tr>
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Dare we say <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Honda</strong></a>’s been bingeing on <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Street Glide</strong>-style models? Some may consider it blasphemous to include the CTX in the same sentence with Street Glide, but when it comes to motorcycles sporting fairings with low-cut windscreens and hard luggage, Honda boasts five new ones:<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">CTX1300</strong>/<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Deluxe</strong>, <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">CTX700</strong> and <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Gold Wing F6B</strong>/<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Deluxe</strong>.</div>
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On second thought, it’s actually unfair to the CTX and F6B to rank them among less-performing models such as Street Glides. In commendable fashion, Honda has taken a risk and created a niche market unto itself, the Sport-Touring-Bagger, comprised of the five models listed above.</div>
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We’ve ridden and reviewed the <a href="http://www.motorcycle.com/manufacturer/honda/2013-honda-gold-wing-f6b-review-91510.html" style="color: #0983b6; text-decoration: none;">Gold Wing F6B</a> and <a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx700n-review-91603.html" style="color: #0983b6; text-decoration: none;">CTX700</a>, but Honda’s press launch for the CTX1300 outside San Diego was the first opportunity to sample the second, and more substantial, model of the CTX family. You can read about the technical information in our <a href="http://www.motorcycle.com/manufacturer/honda/eicma-2013-2014-honda-ctx1300-revealed.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX1300 preview story</a>. For this article, we’re sticking with riding impressions, which we’ll begin by saying that the CTX is as unique in its performance as it is with its styling.</div>
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The reengineered 1261cc V-4 motor differs from the <strong style="background-color: transparent; border: 0px; margin: 0px; outline: 0px; padding: 0px;">ST1300</strong> by way of camshafts, valves, throttle bodies and compression ratio to deliver more low- and mid-range power than its ST counterpart. Like the CTX700, the 1300 has a low, 7,000 rpm redline, which for traditional motorcyclists is a rev ceiling that takes some getting used to. Once familiar with the short-shifting nature of the V-4, keeping the engine in its powerband and riding its flat and seemingly endless torque curve becomes second nature.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Discuss this at our <a href="http://www.ctx1300forum.com/" style="color: #0983b6; text-decoration: none;" target="_blank">Honda CTX1300 Forum</a></strong>.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_0637" rel="attachment wp-att-7600" style="color: #0983b6; text-decoration: none;"><img alt="There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive." class=" wp-image-7600 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_0637-422x633.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><br />
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There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive.</div>
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Engine performance is accompanied by a pleasingly throaty V-4 exhaust note that’s loud enough to make its presence known when cruising around town but quiet enough to not become bothersome at speed over long distances. We did notice a very unHondalike trait in some harsh off-to-on throttle response, resulting in tedious driveline lash that’s more of a nuisance than a deal breaker. Otherwise, the engine, five-speed transmission and shaft final drive performed dutifully throughout our day trip.</div>
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On hand at the intro were both the standard CTX ($15,999) and the Deluxe ($17,499). What you get for the $1,500 increase is ABS, TC (switchable), self-canceling turn signals, an audio package with Bluetooth connectivity, and a blacked-out styling treatment.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx700n-review-91603.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX700/N Review</a></strong></div>
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Probably a first of its kind, the CTX’s self-cancelling turn signals function via the bike’s TC system. By using the same wheel sensors measuring speed, distance and time parameters, the ECU determines the completion of a turn and terminates the turn signal’s flashing. The system also accounts for changes in tire air pressure and wear-related changes in tire diameter. How’s that for high-tech blinkers? When signaling lane changes above 31 mph, the turn signal flashes for seven seconds regardless of distance traveled, and when below 31 mph, the signal ceases flashing after having traveled 131 yards.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_8797" rel="attachment wp-att-7604" style="color: #0983b6; text-decoration: none;"><img alt="Audio controls and instrument cluster adjustments are all located atop the faux fuel tank. Handlebar controls for volume or music track selection would be nice but probably not cost effective. The two storage compartments hold small items but are difficult to access with gloved hands." class="size-large wp-image-7604" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_8797-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Audio controls and instrument cluster adjustments are all located atop the faux fuel tank. Handlebar controls for volume or music track selection would be nice but probably not cost effective. The two storage compartments hold small items but are difficult to access with gloved hands.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_0213" rel="attachment wp-att-7596" style="color: #0983b6; text-decoration: none;"><img alt="Honda outfitted a couple CTXs with the optional tall windscreen which creates a protective bubble without bothersome rear-helmet buffeting. Other accessories include a passenger backrest, rear trunk and heated grips." class=" wp-image-7596 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_0213-422x633.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><br />
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Honda outfitted a couple CTXs with the optional tall windscreen which creates a protective bubble without bothersome rear-helmet buffeting. Other accessories include a passenger backrest, rear trunk and heated grips.</div>
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The audio package on the Deluxe plays music via Bluetooth or USB connection. There is no AM/FM radio. The 20-watt per channel external speakers are powerful enough to be heard at lower speeds but are drowned out by wind noise at higher speeds. Sound quality is better behind the accessory tall windscreen. This is meaningless, however, if you have a Bluetooth-enabled helmet communication system directly linked to your Bluetooth music device – the best option for good sound quality.</div>
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When listening to the external speakers, the audio system features a three-level Speed-sensitive Volume Compensation (SVC) that adjusts music volume according to the speed you’re traveling. There’s also an auto mute function that mutes music when speeds dip below seven mph, and will return to the original setting at nine mph.</div>
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With a curb weight of 732 pounds (739 for Deluxe) the CTX1300 weighs only 36 pounds less than BMW’s six-cylinder K1600GTL. Thankfully the CTX’s low center of gravity masks its weight problem, but like the Gold Wing and ST1300, Honda needs to find a way to reduce the weight penalty of these machines to comparatively similar models from competing OEMs.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_8641" rel="attachment wp-att-7603" style="color: #0983b6; text-decoration: none;"><img alt="The lockable, 35-liter saddlebags are nicely styled and easily accessible but not large enough to hold a full-face helmet (and there’s no helmet lock). While there’s no quick-release mechanism, the bags are removable via two internal bolts." class="size-large wp-image-7603" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_8641-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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The lockable, 35-liter saddlebags are nicely styled and easily accessible but not large enough to hold a full-face helmet (and there’s no helmet lock). While there’s no quick-release mechanism, the bags are removable via two internal bolts.</div>
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The CTX, with a non-adjustable fork and only preload-adjustable shock, maintained its composure when pushed hard in the canyons yet remained comfortably damped when traveling the freeway. The neutral riding position and friendly ergonomics also play a factor in promoting all-day comfort.</div>
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<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><br />
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Innovative design</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Comfortable</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Diverse application</li>
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</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><br />
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Weight</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Driveline lash</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Saddlebag capacity</li>
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The CTX and CTX Deluxe fill a gap in both engine displacement and price in Honda’s lineup between the $7,799 CTX700 and $19,999 Gold Wing F6B. Since the CTX700’s introduction last year, Honda claims its sales have been relatively brisk. Honda is, of course, hoping for the same results for the 1300, but at double the MSRP of the smaller bike and targeted at experienced, traditional motorcyclists, it’ll be interesting to see how the bigger, more expensive CTX is accepted.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/specs/honda/sport-touring/2014/ctx/1300.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX1300 Specifications</a></strong></div>
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For the right person, though, we can attest to the CTX1300 being a solid motorcycle built to fill a niche we didn’t know existed until Honda created it.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_0400" rel="attachment wp-att-7598" style="color: #0983b6; text-decoration: none;"><img alt="032014-2014-honda-ctx1300-KWP_0400" class="aligncenter size-large wp-image-7598" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_0400-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="-webkit-text-stroke-width: 0px; background-color: #f6f4df; background-position: initial initial; background-repeat: initial initial; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; orphans: auto; outline: 0px; padding: 12px; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: auto; width: 180px; word-spacing: 0px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.75%</span></strong></span><br />
<table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 190px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">17.25/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">12.75/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">84.75/100</strong></td></tr>
</tbody></table>
<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); color: #333333; display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; width: 180px;"></span><br />
<div style="background-color: white; border: 0px; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin-bottom: 1em; outline: 0px; padding: 0px;">
Dare we say <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #0983b6; text-decoration: none;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Honda</strong></a>’s been bingeing on <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Street Glide</strong>-style models? Some may consider it blasphemous to include the CTX in the same sentence with Street Glide, but when it comes to motorcycles sporting fairings with low-cut windscreens and hard luggage, Honda boasts five new ones:<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">CTX1300</strong>/<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Deluxe</strong>, <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">CTX700</strong> and <strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Gold Wing F6B</strong>/<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Deluxe</strong>.</div>
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On second thought, it’s actually unfair to the CTX and F6B to rank them among less-performing models such as Street Glides. In commendable fashion, Honda has taken a risk and created a niche market unto itself, the Sport-Touring-Bagger, comprised of the five models listed above.</div>
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We’ve ridden and reviewed the <a href="http://www.motorcycle.com/manufacturer/honda/2013-honda-gold-wing-f6b-review-91510.html" style="color: #0983b6; text-decoration: none;">Gold Wing F6B</a> and <a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx700n-review-91603.html" style="color: #0983b6; text-decoration: none;">CTX700</a>, but Honda’s press launch for the CTX1300 outside San Diego was the first opportunity to sample the second, and more substantial, model of the CTX family. You can read about the technical information in our <a href="http://www.motorcycle.com/manufacturer/honda/eicma-2013-2014-honda-ctx1300-revealed.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX1300 preview story</a>. For this article, we’re sticking with riding impressions, which we’ll begin by saying that the CTX is as unique in its performance as it is with its styling.</div>
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The reengineered 1261cc V-4 motor differs from the <strong style="background-color: transparent; border: 0px; margin: 0px; outline: 0px; padding: 0px;">ST1300</strong> by way of camshafts, valves, throttle bodies and compression ratio to deliver more low- and mid-range power than its ST counterpart. Like the CTX700, the 1300 has a low, 7,000 rpm redline, which for traditional motorcyclists is a rev ceiling that takes some getting used to. Once familiar with the short-shifting nature of the V-4, keeping the engine in its powerband and riding its flat and seemingly endless torque curve becomes second nature.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Discuss this at our <a href="http://www.ctx1300forum.com/" style="color: #0983b6; text-decoration: none;" target="_blank">Honda CTX1300 Forum</a></strong>.</div>
<div class="wp-caption alignright" id="attachment_7600" style="background-color: white; border: 0px; color: #333333; display: inline-table; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 20px 20px; max-width: 300px; min-width: 10px; outline: 0px; padding: 0px; width: 315px;">
<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_0637" rel="attachment wp-att-7600" style="color: #0983b6; text-decoration: none;"><img alt="There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive." class=" wp-image-7600 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_0637-422x633.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive.</div>
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Engine performance is accompanied by a pleasingly throaty V-4 exhaust note that’s loud enough to make its presence known when cruising around town but quiet enough to not become bothersome at speed over long distances. We did notice a very unHondalike trait in some harsh off-to-on throttle response, resulting in tedious driveline lash that’s more of a nuisance than a deal breaker. Otherwise, the engine, five-speed transmission and shaft final drive performed dutifully throughout our day trip.</div>
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On hand at the intro were both the standard CTX ($15,999) and the Deluxe ($17,499). What you get for the $1,500 increase is ABS, TC (switchable), self-canceling turn signals, an audio package with Bluetooth connectivity, and a blacked-out styling treatment.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx700n-review-91603.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX700/N Review</a></strong></div>
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Probably a first of its kind, the CTX’s self-cancelling turn signals function via the bike’s TC system. By using the same wheel sensors measuring speed, distance and time parameters, the ECU determines the completion of a turn and terminates the turn signal’s flashing. The system also accounts for changes in tire air pressure and wear-related changes in tire diameter. How’s that for high-tech blinkers? When signaling lane changes above 31 mph, the turn signal flashes for seven seconds regardless of distance traveled, and when below 31 mph, the signal ceases flashing after having traveled 131 yards.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_8797" rel="attachment wp-att-7604" style="color: #0983b6; text-decoration: none;"><img alt="Audio controls and instrument cluster adjustments are all located atop the faux fuel tank. Handlebar controls for volume or music track selection would be nice but probably not cost effective. The two storage compartments hold small items but are difficult to access with gloved hands." class="size-large wp-image-7604" height="422" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_8797-633x422.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Audio controls and instrument cluster adjustments are all located atop the faux fuel tank. Handlebar controls for volume or music track selection would be nice but probably not cost effective. The two storage compartments hold small items but are difficult to access with gloved hands.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_0213" rel="attachment wp-att-7596" style="color: #0983b6; text-decoration: none;"><img alt="Honda outfitted a couple CTXs with the optional tall windscreen which creates a protective bubble without bothersome rear-helmet buffeting. Other accessories include a passenger backrest, rear trunk and heated grips." class=" wp-image-7596 " src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_0213-422x633.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="315" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
Honda outfitted a couple CTXs with the optional tall windscreen which creates a protective bubble without bothersome rear-helmet buffeting. Other accessories include a passenger backrest, rear trunk and heated grips.</div>
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The audio package on the Deluxe plays music via Bluetooth or USB connection. There is no AM/FM radio. The 20-watt per channel external speakers are powerful enough to be heard at lower speeds but are drowned out by wind noise at higher speeds. Sound quality is better behind the accessory tall windscreen. This is meaningless, however, if you have a Bluetooth-enabled helmet communication system directly linked to your Bluetooth music device – the best option for good sound quality.</div>
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When listening to the external speakers, the audio system features a three-level Speed-sensitive Volume Compensation (SVC) that adjusts music volume according to the speed you’re traveling. There’s also an auto mute function that mutes music when speeds dip below seven mph, and will return to the original setting at nine mph.</div>
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With a curb weight of 732 pounds (739 for Deluxe) the CTX1300 weighs only 36 pounds less than BMW’s six-cylinder K1600GTL. Thankfully the CTX’s low center of gravity masks its weight problem, but like the Gold Wing and ST1300, Honda needs to find a way to reduce the weight penalty of these machines to comparatively similar models from competing OEMs.</div>
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<a href="http://www.motorcycle.com/manufacturer/honda/2014-honda-ctx1300-review-first-ride-video.html/attachment/032014-2014-honda-ctx1300-kwp_8641" rel="attachment wp-att-7603" style="color: #0983b6; text-decoration: none;"><img alt="The lockable, 35-liter saddlebags are nicely styled and easily accessible but not large enough to hold a full-face helmet (and there’s no helmet lock). While there’s no quick-release mechanism, the bags are removable via two internal bolts." class="size-large wp-image-7603" height="422" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/032014-2014-honda-ctx1300-KWP_8641-633x422.jpg" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><div class="wp-caption-text" style="background-color: #333333; border: 0px; color: white; font-size: 0.85em; line-height: 1.3em; outline: 0px; padding: 15px 17px;">
The lockable, 35-liter saddlebags are nicely styled and easily accessible but not large enough to hold a full-face helmet (and there’s no helmet lock). While there’s no quick-release mechanism, the bags are removable via two internal bolts.</div>
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The CTX, with a non-adjustable fork and only preload-adjustable shock, maintained its composure when pushed hard in the canyons yet remained comfortably damped when traveling the freeway. The neutral riding position and friendly ergonomics also play a factor in promoting all-day comfort.</div>
<section class="high-n-sigh" style="background-color: #333333; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 0px; color: white; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 36px; outline: 0px; padding: 16px 6px 16px 16px; vertical-align: top;"><table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 100%px;"><tbody>
<tr><td><strong class="title high" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #00b4ff; margin: 0px; outline: 0px; padding: 0px;">+ Highs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Innovative design</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Comfortable</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Diverse application</li>
</ul>
</td><td><strong class="title sigh" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: red; margin: 0px; outline: 0px; padding: 0px;">- Sighs</strong><div style="background-color: transparent; border: 0px; margin-bottom: 1em; outline: 0px; padding: 0px;">
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<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Weight</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Driveline lash</li>
<li style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; list-style: none; margin: 0px; outline: 0px; padding: 0px 0px 0px 8px; position: relative;">Saddlebag capacity</li>
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The CTX and CTX Deluxe fill a gap in both engine displacement and price in Honda’s lineup between the $7,799 CTX700 and $19,999 Gold Wing F6B. Since the CTX700’s introduction last year, Honda claims its sales have been relatively brisk. Honda is, of course, hoping for the same results for the 1300, but at double the MSRP of the smaller bike and targeted at experienced, traditional motorcyclists, it’ll be interesting to see how the bigger, more expensive CTX is accepted.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/specs/honda/sport-touring/2014/ctx/1300.html" style="color: #0983b6; text-decoration: none;">2014 Honda CTX1300 Specifications</a></strong></div>
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For the right person, though, we can attest to the CTX1300 being a solid motorcycle built to fill a niche we didn’t know existed until Honda created it.</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-82461506359148905032014-03-31T06:41:00.003-07:002014-03-31T07:00:42.591-07:002014 Yamaha FJR1300ES Review<div dir="ltr" style="text-align: left;" trbidi="on">
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2014 Yamaha FJR1300ES</h4>
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<span class="article-rating" itemscope="" itemtype="http://data-vocabulary.org/Review" style="background-color: #f6f4df; border-bottom-left-radius: 5px; border-bottom-right-radius: 5px; border-top-left-radius: 5px; border-top-right-radius: 5px; border: 1px solid rgb(240, 237, 203); display: inline-block; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 15px; line-height: 23.099998474121094px; margin: 0px 0px 24px 24px; outline: 0px; padding: 12px; text-transform: none; width: 180px;"><strong class="score title" itemprop="rating" itemscope="" itemtype="http://data-vocabulary.org/Rating" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: #ce0000; display: block; font-size: 1.25em; margin: 0px; outline: 0px; padding: 4px 0px;"><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">Editor Score:</span><span itemprop="value" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">89.75%</span></strong><table border="0" cellpadding="0" cellspacing="0" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border-collapse: collapse; border-spacing: 0px; border: 0px; margin: 0px 0px 24px; outline: 0px; padding: 0px; width: 190px;"><tbody>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Engine</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-width: 0px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">19/20</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Suspension/Handling</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">14.25/15</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Transmission/Clutch</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.5/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Brakes</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">8.75/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Instruments/Controls</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">4.25/5</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Ergonomics/Comfort</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Appearance/Quality</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9.25/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Desirability</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">7.75/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;">Value</td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;">9/10</td></tr>
<tr><td style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #666666; font-size: 0.75em; padding: 3px 2px 3px 0px; text-align: right;"><strong class="overall" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; color: black; margin: 0px; outline: 0px; padding: 0px;">Overall Score</strong></td><td class="score" style="border-top-color: rgb(235, 231, 191); border-top-style: solid; border-top-width: 1px; color: #ce0000; font-size: 1em; padding: 3px 2px; text-align: right;"><strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;">89.75/100</strong></td></tr>
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The first time you roll on the FJR1300ES’s throttle with a stretch of open road in front of you, you realize why it’s so popular with the long-distance riding set. The previous generations of the big Yamaha gobbled up pavement like a coed facing a tube of cookie dough just hours after a difficult breakup. Simply put, the FJR consumes both asphalt and gasoline, not stopping until you run out of one of them and then impatiently waits while you remedy the situation. Perhaps this is why Yamaha has left the FJR1300 largely unchanged over its lifespan, despite recent inroads into its market from other manufacturers. Whether you spell Supersport Touring with two or three words, the class is highly competitive where more than just having the highest horsepower or sharpest handling determines the victor.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/manufacturer/yamaha/2013-yamaha-fjr1300a-review-91462.html" style="color: #0983b6; text-decoration: none;">2013 Yamaha FJR1300A Review</a></strong></div>
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Last year, the FJR1300A trounced the competition in our <a href="http://www.motorcycle.com/shoot-outs/2013-sporttouring-shootout-10-video-91504.html" style="color: #0983b6; text-decoration: none;">2013 Sport-Touring Shootout 1.0</a>, and those competitors entered 2014 without major changes. So, despite having a dominant and popular sport tourer, Yamaha stepped up to make a change to address what is perhaps the most frequent request from FJR fans: a firmer suspension.</div>
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<span style="background-color: transparent; line-height: 1.5em;">Before we discuss the importance of the upgraded suspension, we should take a look at what made the FJR such a formidable opponent in 2013. The 1298cc inline-Four’s power delivery is controlled by R-b-W in the form of Yamaha’s Chip Controlled Throttle (YCC-T), which means that, while you’re in control of the grip, the butterflies are modulated by the depth of Yamaha’s knowledge about fuel injection. This translates into a responsive engine that feeds out torque from the bottom end right up to redline. The numbers sound good but feel even better with (according to our trip to the dyno with the mechanically identical 1300A last year) more than 60 ft-lbs available from 2000 rpm on up to its 88.8 ft-lbs peak at 6800 rpm. Horsepower checks in at 127.2 hp at 8100 rpm. These are more than enough to motivate the admittedly heavy FJR and two full-sized humans smartly.</span><a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4559.jpg" style="background-color: transparent; color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300E Front Right" class="size-large wp-image-7862" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4559-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a></div>
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Aggressive and purposeful: The FJR1300ES shows off its new inverted legs.</div>
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Resident sportbike guy, Troy Siahaan, asserted, “The 1300 may not have the biggest engine in the class, but I’m certainly not left wanting for more,” a sentiment with which I heartily concur. In almost every situation, I was able to romp with plenty of throttle to spare. A sport-touring bike – even a supersport-touring bike – has long been considered a mount for old guys who want to go fast comfortably (as I stare down the barrel of my 52nd birthday in the next few days, the description is starting to get too close for comfort), but around town, the heart of a hooligan beats under the Yamaha’s full fairing and hard bags.</div>
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In fact, I had to puzzle over the grumbles I’d heard about the FJR lacking something because it didn’t have a sixth gear. Really? I can’t count how many times I looked down to see the number 95 where I thought 80 should be. Are the complaints just gear envy? I don’t know, but Troy felt the same disconnect when riding versus being a spec sheet jockey: “On the surface, a 5-speed gearbox just looks wrong compared to the 6-speeds the competition has, but I couldn’t complain. The gears are smartly spaced, to the point I was never left wanting a sixth gear.” So, put that niggle to rest, folks. The only real criticism I have of the engine is that it’s abruptness in first gear at low rpm makes it almost impossible to maintain neutral throttle. This can make tight maneuvers, like a U-turn in a parking lot, more of a challenge than it needs to be.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4396.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Action Left" class="size-large wp-image-7838" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4396-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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On the highway, the FJR yearns for triple digits.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">Thanks to the R-b-W, the engine’s character can be adjusted between Sport and Touring modes. While peak output remains unchanged, the onset of the power gets muted a bit in Touring mode. Except when I was testing the modes or chugging along in bumper-to-bumper traffic, I kept it in Sport the entire time I rode the FJR. The cruise control is a boon on long rides, and the speed is easily adjustable in 1 mph increments with the press of a button. If you’ve never traveled on a bike with cruise control, you don’t know what you’re missing. Traction control is also a welcome feature, but alas, Southern California in a drought year is not the best place to test wet weather performance. </span><a href="http://www.motorcycle.com/manufacturer/yamaha/2013-yamaha-fjr1300a-review-91462.html" style="color: #0983b6; line-height: 1.5em; text-decoration: none;">Troy’s positive experience with it last year</a><span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;"> will have to suffice.</span></div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-Left-Grip.jpeg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Left Grip" class="size-large wp-image-7876" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-Left-Grip-633x388.jpeg" height="388" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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The FJR’s grips are crowded with switchgear. At night, we wished the buttons were lit to make finding the less used ones easier.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">Another area where the FJR shines is in the realm of creature comforts. Touring bikes are about making long distance travel easy and fun. With goodies like a big, electrically adjustable windshield and the wide saddle, the miles pass even faster than we can simply give the engine credit for. Heated grips are nice, too. The easily removable, locking hard bags, which hold a healthy 8 gallons each, make it easy to move your gear inside the hotel for a night on the road, or you could simply carry the included soft liners and leave the hard stuff on the bike. Another nicety is the self-locking storage on the dash that has the USB power so necessary for the smart phones that nowadays act as entertainment, navigation and communication systems. Negotiating the trip computer menus can be frustrating until acclimated to the system.</span></div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4439.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Storage" class="size-large wp-image-7845" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4439-633x422.jpg" height="422" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Plenty of storage and an adjustable seat, seen here in its lower position.</div>
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<strong style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px;"><a href="http://www.motorcycle.com/shoot-outs/2013-sporttouring-shootout-10-video-91504.html?page=3" style="color: #0983b6; text-decoration: none;">2013 Sport-Touring Shootout 1.0</a></strong></div>
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So, now we finally find ourselves at the technology that Yamaha chose to bestow upon the 2014 FJR1300, a feature so important that it even earned a place in the bike’s model designation. Despite the FJR’s respectable handling prowess in last year’s testing, many riders felt that the FJR1300A was a little softly sprung and, consequently, gave up a little more ground clearance than it should have. Well, Yamaha attempted to address this issue by reworking the suspension and giving it electric adjustments for the FJR1300ES.</div>
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On the front end, the traditional fork was swapped for an inverted one. This arrangement allowed for the compression and rebound circuits to be separated into individual fork legs, with compression damping handled by the left and rebound damping controlled by the right. Now, the stepper motors located on the top of each fork leg can adjust the damping settings on the fly.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-Dash.jpeg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Dash" class="size-large wp-image-7877" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-Dash-633x388.jpeg" height="388" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Adjusting the damping can be done on the fly as road conditions warrant.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">The shock, in addition to electric compression and rebound damping, also features electronic preload adjustment. With the engine running and in neutral, the preload gets adjusted through one of four settings (solo, solo with luggage, two-up, and two-up with luggage) that are selected via switches on the left handlebar. When changing the preload settings, the rider can feel the ride height changing as the tension on the spring is increased or lessened.</span></div>
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Each preload setting has three damping settings: Soft, Standard, and Hard. Additionally, each of those damping settings can be fine-tuned via three firmer or three softer settings. This gives the rider the ability to really set the ride for the weight of the gear and/or passenger being carried.</div>
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While the difference between the three major rebound settings is noticeable, we couldn’t help but feel that we wanted a broader range between full soft and full firm. Said Siahaan, “I did experiment with the softest setting, then the hardest setting back-to-back. Did I feel a difference? Yes. Was it as dramatic as I was expecting? No.”</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4518.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Cornering" class="size-large wp-image-7859" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4518-633x446.jpg" height="446" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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For a big, heavy motorcycle, the FJR1300ES handles quite well. The new suspenders improve cornering performance over last year’s already enjoyable model.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">The soft setting was great for cruising at speed on the interstate. All those little irregularities that can begin to annoy you after a few miles get gobbled up by the suspension. If you need to pull a dramatic stop or forget to adjust the suspension when you exit the highway for a curvier environment, you’ll quickly notice the increased chassis pitch allowed by the soft setting. Changing the settings helped, but I found myself wishing for more even when I had the damping set at Hard +3, the highest the adjustments would go.</span></div>
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Still, the FJR can boogie around corners. Opines Siahaan, “The FJR is arguably the best handling (Japanese) sport-tourer in the class. I’ve gotten my knee down on one before, and am really impressed at how well such a big girl leans over.”</div>
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He’s right. The FJR hides its weight well and can almost lull the rider into thinking it’s a lighter bike than it is as you rail through a series of corners. But when things get out of shape, such as when the rebound from a compression bump lightens the chassis just as you’re trying to apply the brakes for a corner entry, the bike’s bulk becomes apparent. Otherwise, the 1300ES makes short work of most mid-corner bumps, giving the riding experience you’d hope for from a sport-touring mount.</div>
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Braking is another area where you can feel every one of the FJR’s 644 lbs (646 lbs in California). The binders are plenty powerful, giving good feel from the 320mm discs, but if you use the front brake only or apply the front and rear simultaneously, the front end dives noticeably.</div>
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“When I grab the binders,” notes Troy, “especially if I grab the front first, there’s excessive dive that’s not proportional to the amount of squeeze I’m putting in the lever. I found that, if in an emergency stop, the best way to upset the chassis the least is to use the rear brake a fraction of a second before using the front.” Since the brake pedal applies the rear brake and two of the six pistons on each of the front calipers, we think that applying the rear brake slightly before the front allows the linked system to settle the back end, preventing the weight from shifting forward as dramatically as it does with using the front brake only.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4477.jpg" style="color: #0983b6; text-decoration: none;"><img alt="2014 Yamaha FJR1300ES Left Turn" class="size-large wp-image-7851" src="http://www.motorcycle.com/blog/wp-content/uploads/2014/03/2014-Yamaha-FJR1300ES-IMG_4477-633x404.jpg" height="404" style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; margin: 0px; outline: 0px; padding: 0px; vertical-align: bottom;" width="633" /></a><br />
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Although plenty strong, the linked brakes look to be the next area for refinement to give a more balanced feel.</div>
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<span style="background-color: transparent; background-position: initial initial; background-repeat: initial initial; border: 0px; line-height: 1.5em; margin: 0px; outline: 0px; padding: 0px;">So, the obvious question is: Does the easily adaptable suspension and improved handling of the FJR1300ES warrant the $1,000 premium over the $15,890 standard model? To our tastes, the answer is a resounding yes! The electronic suspension moves the FJR from an already great motorcycle into the next level of handling performance. While we’d still like to see Yamaha increase the range from the current level of softness to a firmer maximum, the electronic suspension makes the FJR an even more formidable supersport-touring motorcycle that you can buy in any color you want as long as that color is Candy Red.</span></div>
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Source : motorcycle.com</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-40028817254866800562011-08-20T00:59:00.001-07:002011-09-07T22:26:21.838-07:00Honda Gold Wing Review - First Ride<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial,Helvetica,sans-serif; line-height: 17px;"><b><a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda</a>’s Gold Wing has for years stood at the pinnacle of the luxury-touring market, providing the best balance of comfort and performance in its class. But that supremacy is now under threat from <a href="http://www.motorcycle.com/manufacturer/bmw.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">BMW</a>’s new K1600 GTL that received </b><a href="http://www.motorcycle.com/manufacturer/bmw/2012-bmw-k1600gtl-review-90469.html" style="color: #ce0000; cursor: pointer; text-decoration: none;"><b>a very favorable review from Editor Duke</b></a><b> a few weeks ago.</b><br />
In the face of increased competition, Honda chose to arm the 2012 Gold Wing with only moderate improvements. This nonchalance begs the question: When will Honda retaliate with a full-model revamp? Until that event, whenever it may come, “it’s the little things that count” adage will have to suffice for Gold Wing devotees.</span><br />
With Honda providing both 2012 and 2010 Gold Wing models for back-to-back comparison purposes, the minor upgrades gracing the 2012 GL were readily apparent. Trivial as the upgrades may be, they do exist, and the effort at least justifies the $300 increase in MSRP between 2010 and 2012 base models ($22,899 vs. $23,199, respectively).<br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0649.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0649.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282251-2/513I0649.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 Honda Gold Wing (left) sits next to the 2010 iteration, showing its new tires, revised side fairings and longer saddlebags." vspace="0" width="450" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0649.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">The 2012 Honda Gold Wing (left) sits next to the 2010 iteration, showing its new tires, revised side fairings and longer saddlebags.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0649.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div></td></tr>
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The purpose for this back-to-back comparo – made evident on the tight, switchback roads of California’s Coastal Range we were traversing – was to highlight the improved handling of the 2012 Gold Wing. Where the old Wing wore Dunlop tires, the new Wing is shod with Bridgestone rubber. But, as Honda was quick to point out, the Bridgestones were developed to work in harmony with the 2012’s revised suspension, so they won’t necessarily give new life to the old Wing.<br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0686.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0686.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282262-1/513I0686.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="New silver side fairings are the most distinctive cue that you’re looking at the 2012 Gold Wing." vspace="0" width="300" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0686.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">New silver side fairings are the most distinctive cue that you’re looking at the 2012 Gold Wing.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0686.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><br />
Besides new top and bottom internal bushings in the fork, Honda was only able to say that there are revised front and rear suspension settings in the 2012 Wing. Front-wheel travel is stated at 4.8 inches, which is a reduction from the 5.5 claimed for the previous Wings. But Honda tells us that travel is actually unchanged, figuring the old spec was a typo and confirming the new 4.8-inch figure.<br />
Whatever the case, there is a marginally improved aspect to the 2012 Gold Wing’s handling manners. I say marginally because the 2010’s handling is already impeccable for such weighty machine, but the new model is a little more eager to drop into a corner. And where the 2010 model requires slightly more input to hold its line navigating a long corner, the 2012 holds its lean angle and maintains the rider’s chosen arc. Cornering clearance seemed equal to the ’10 Wing, and both were equally resistant to bottoming out.<br />
The most noticeable seat-of-the-pants improvement to the 2012 Wing, quite literally, is its seat. Hopping off the old model and onto the new model, it was clear that the new urethane seat material and seat cover are truly an improvement. Not quite Tempur-Pedic mattress material, but the GL’s new seat provided support equivalent to that level of comfort. And any passenger will be greeted by one of the best pillion seats in the business, a much more comforting place to sit than the BMW GTL’s seat – if you don’t want whining from the back seat, you’ll hear less of it with the Wing.<br />
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<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8103.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8103.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282346-1/513I8103.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Through the decades, Gold Wings have always had great seats, and the one on the 2012 model could be its best yet. " vspace="0" width="450" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8103.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">Through the decades, Gold Wings have always had great seats, and the one on the 2012 model could be its best yet.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8103.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div></td></tr>
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Because navigating a 900-pound motorcycle through territory where sportbikes normally roam demanded my full attention, I wasn’t able to fiddle with the Gold Wing’s upgraded electronics. Yes, I did manage to find an appropriate station on the Wing’s XM satellite radio (some heavy metal to accentuate the heavy peg grinding), but Honda did upgrade other aspects of its audio and navigation systems.<br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8067.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8067.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282342-2/513I8067.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Honda engineers have made several suspension tweaks and fitted new tires to the 2012 Gold Wing. Turn-in response is slightly quicker than the venerable previous version, and cornering clearance remains excellent for such a big rig." vspace="0" width="200" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8067.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda engineers have made several suspension tweaks and fitted new tires to the 2012 Gold Wing. Turn-in response is slightly quicker than the venerable previous version, and cornering clearance remains excellent for such a big rig.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8067.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><br />
New for the Wing’s audio system is MP3/iPod connectivity. Yes, the device connection resides in the top box, but its location is unimportant because Honda incorporated control of the iPod into its handlebar controls and dashboard view screen. You can access playlists, artists, albums, etc., just as if you had the device in your hand. There’s also a new surround-sound aspect to the speaker layout providing an enhanced listening experience. I could hear the rear speakers more clearly, even at freeway speeds.<br />
Before leaving on our day ride, we were given a tech briefing on Honda’s new satellite-linked navigation system. According to Honda, the updated system provides more up-to-date information because of a quicker connection between bike and satellite. The viewing screen is also now brighter for better viewing.<br />
A very usable new feature when traveling to unknown regions is the GPS’s lane-assist function that tells the rider in advance if the desired off-ramp is on the left or right of the freeway. There’s also a new 3-D terrain view. Next to the iPod connection in the top box is a new, removable flash card that allows Gold Wing owners to remove their route, download it to a personal computer then upload it and share it with fellow Gold Wingers.<br />
Curiously, the new Gold Wing’s wheels come encased in a sheen of clear coating. Honda says it’s for easier cleaning and to keep the wheels in better shape for a longer period of time. For anyone who remembers the yellowy, peeling, clear-coated wheels from the 1980s, this may seem like a mistake. But Honda assured me that while the clear coat is the same recipe, the process of application has changed, and it was the process 30 years ago that caused motorcycle owners to spend hours with a fistful of steel wool stripping the baneful sealant from the wheels of their ride.<br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/IMG_9027.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/IMG_9027.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282386-2/IMG_9027.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Upgrades to the 2012 Gold Wing include new iPod menu, surround sound, and a much more contemporary navigation system." vspace="0" width="450" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/IMG_9027.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">Upgrades to the 2012 Gold Wing include new iPod menu, surround sound, and a much more contemporary navigation system.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/IMG_9027.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div></td></tr>
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The redesigned fairing of the 2012 Gold Wing, with its color-contrasting side panels, is distinctive, setting the largely unchanged new Wing apart from its predecessors. The new look freshens the Gold Wing’s profile and, according to Honda, the fairing is slightly wider, providing improved wind protection.<br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8202.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8202.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282377-1/513I8202.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Wing’s rear gets freshened up for 2012." vspace="0" width="300" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8202.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">The Wing’s rear gets freshened up for 2012.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I8202.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><br />
While a better wind pocket was hard to confirm during the blustery afternoon spent aboard the two Wings, the restyled rear of the bike, with its relocated taillight, was visually pleasing and its functionality evident. By centralizing the taillight between the saddlebags and lengthening the saddlebags themselves, the new Gold Wing gains an additional seven liters of storage. Parked next to one another, the 2012 saddlebags appear smaller, but ‘tis only an optical illusion.<br />
Another visual cue on the new GL is the engine cover directly above the brake/shift levers. It was chrome on the old model, but it’s now black to, according to Honda, “modernize” the look. But instead of being chrome or color-matched with an upgrade to one of the three trim levels above the base model, this unfinished, plastic, black panel comes on all 2012 Gold Wings. It looks cheaper in person than it does in pictures and is unbecoming for such a high-end motorcycle.<br />
So the updated 2012 Gold Wing is a better a motorcycle, receiving upgrades in areas that truly benefit its rider. However, at $23,199 to $28,499, the Gold Wing is pricier than the new BMW K1600 GTL which retails for $23,200 to $25,845.<br />
<br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0657.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0657.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282256-2/513I0657.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Our correspondent wasn’t a fan of the Wing’s new black engine cover." vspace="0" width="450" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0657.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">Our correspondent wasn’t a fan of the Wing’s new black engine cover.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I0657.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div></td></tr>
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The new Beemer is faster, lighter, has Bluetooth connectivity and an electrically adjustable windscreen. But the Wing has more luxurious passenger accommodations and perhaps has a slight edge in slow-speed handling.<br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I7898.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I7898.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Honda Gold Wing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/282276-1/513I7898.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Gold Wing has always been at the forefront of the luxury-touring segment, and the new model’s upgrades make it even more desirable." vspace="0" width="450" /></a><br />
<div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I7898.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;">The Gold Wing has always been at the forefront of the luxury-touring segment, and the new model’s upgrades make it even more desirable.</a></div><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-honda-gold-wing-review-first-ride/513I7898.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div></td></tr>
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Source : motorcycle.com</div>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6000651541637935626.post-57477459297054946892011-08-20T00:53:00.001-07:002011-08-20T00:53:39.053-07:00Harley-Davidson CVO Models Review<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong><a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Harley-Davidson</a>’s Custom Vehicle Operations, or more commonly, CVO, is the company’s in-house customizing arm. It’s like a company within a company, and Harley employees covet the opportunity to work for this branch of the Motor Company that takes standard Harley models and turns them into something special.</strong></span><br />
CVO bikes start as OE-model Harleys. A dedicated staff then works from the expansive array of goodies from Harley’s P&A (Parts and Accessories) division, as well a few touches exclusive to the CVO line, to craft these run-of-the-mill Harleys into tasteful works of rolling art.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/12_CVO_4UP_LOC.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The full lineup of 2012 CVO models from Harley." border="0" class="imgCaption" height="225" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297788-2/12_CVO_4UP_LOC.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The full lineup of 2012 CVO models from Harley." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The full lineup of 2012 CVO models from Harley.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Paint scheme pinstripes done by hand means no CVO bike is 100% identical to another, even if the same model. Furthermore, CVO paint schemes are available only within CVO – no getting a CVO paint job from the P&A catalog.<span></span><span></span><br />
Underlining the exclusivity of CVO motorcycles are limited worldwide production numbers for each model.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN79534.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN79534.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans." border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297694-2/BJN79534.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>While the approximate total CVO production for 2012 of 10,400 units seems like a lot, and is likely more units than Victory cranks out across its entire lineup, in light of the more than 222,000 bikes H-D sold worldwide last year, CVO total production is a drop in the Harley bucket.<span></span><span></span><br />
Harley loves to tout the loyalty of the CVO owner.<span></span><span></span><br />
Jeff Smith, a CVO team manager, said during Harley’s annual dealer meeting it’s common for dealers to sell a CVO bike over the phone to eager CVO regulars only minutes after the new models are revealed. These dyed-in-the-wool CVO lovers damn the dollar sign torpedoes when it comes to these turnkey customs from Harley.<span></span><span></span><br />
Depending on the model, a CVO cruiser can easily crest $32,000. But CVO customers willingly accept what otherwise would make many riders spew a mouthful of American pilsner in disbelief the second a CVO’s price tag was revealed. However, the seasoned Harley CVO owner is perhaps wiser than their spendy ways indicate, for hidden in a CVO’s price is surprising value when it comes to a custom-style bike.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN78771.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN78771.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297679-2/BJN78771.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain." vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>For example, a standard model 2012 Street Glide retails for $19,499, and now comes with the Twin Cam 103 engine. The 2012 CVO Street Glide, powered by a Screamin’ Eagle Twin Cam 110, retails for $32,699 – a $13,200 premium over the standard SG. Thirteen big ones is a chunk by just about any measure, but consider for a minute that a Screamin’ Eagle 110 engine upgrade from Harley retails for approximately $5200, and a color upgrade for the standard ’Glide from Harley’s HD1 Customization is another $5300.<span></span><span></span><br />
So straightaway we have to spend $10,500 just to begin turning a vanilla SG into something of a CVO. But remember that the CVO paint is exclusive to CVO, and done primarily by hand, so obtaining equivalent custom paint would easily push past $5300.<span></span><span></span><br />
Factor in the CVO Street Glide’s premium sound system with six very loud speakers, up-spec chrome wheels with style-matching brake rotors, custom-style seat with unique stitching, an entire package of stylish chrome accented components, ABS as standard, security system with alarm, and the CVO’s additional $13Gs starts looking a like deal if you’re hot for a top-shelf Harley.<span></span><span></span><br />
Maybe those CVO devotees are on to something …<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 CVO: Only A Few Changes, But Still Sweet Stuff</strong></span><span></span><span></span><br />
The 2012 CVO lineup remains at four models, a Street Glide, Road Glide Custom, Ultra Classic Electra Glide and Softail Convertible (which we’ll review more fully at a later date).<span></span><span></span><br />
The Road Glide Custom is the only “new” model, so-to-speak, as last year a Road Glide was also in the CVO stable but as an Ultra fitted with a Deluxe Tour-Pak, a 16-inch windshield and amenities for the long-haul touring set. Don’t miss reading our full review on the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2011-harleydavidson-road-glide-ultra-review-89829.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2011 CVO RG Ultra</a>.<span></span><span></span><br />
This year the RG Custom, while still a CVO, better represents a cruiser than a dedicated tourer. The trunk box is gone, the windscreen is short and dark tinted, there’s now a performance-oriented high-flow air cleaner, and a trio of subtler color schemes – with the black and white a particularly tough looking combo – lend a custom look without looking overly flashy.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29564.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297738-2/BJN29564.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Standard issue for all CVOs is the Screamin’ Eagle Twin Cam 110 engine, while lowered suspension translates into low seat heights. Otherwise, each CVO model is tailored in such a way as to stand out even next to its high-stylin’ brethren.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Harley-Davidson CVO Ultra Classic Electra Glide $37,249</strong></span><span></span><span></span><br />
If Harley has a flagship model, the CVO Ultra Classic Electra Glide is it.<span></span><span></span><br />
With one of the most comfortable rider and passenger perches in the business, generous storage capacity, an impressive audio system to keep you company mile after mile, heated seats and grips, lustrous chrome and bold paint, this is the CVO sled you’ll want if you’re looking for a high-end Harley to get you from one side of the country to the other, and points in between.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_9622.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297708-2/DSC_9622.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The most notable addition to the CVO ’Lectra for 2012 is a Road Tech Zumo 660 GPS by Garmin. This is a motorcycle-friendly GPS with a touchscreen display that’ll accept commands from gloved hands – a key feature for motorcyclists.<span></span><span></span><br />
Also helpful, the GPS’ audio commands (“Turn left in 500 feet.”) are piped through the Electra Glide’s thunderous BOOM! sound system speakers that for this year include four 5.25-inch speakers and the BOOM! Bass Booster Ports located in the Tour-Pak trunk bottom liner for enhanced bass sound. The Booster Ports utilize the trunk like a subwoofer’s box, thereby avoiding the monetary and spatial costs of an actual subwoofer.<span></span><span></span><br />
The Zumo 660 has a 4GB storage capacity for MP3 files, and the player menu is navigable via the ’Glide’s switchgear-mounted audio controllers that also operate the premium Harmon/Kardon audio system that’s SiriusXM ready. But if the Zumo’s 4 gigs of music storage aren’t enough, the Glide comes standard with an 8GB iPod nano that’s also operable via the radio controllers.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN78802.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297783-2/BJN78802.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>New pretty bits this year include Chisel wheels (17-inch front, 16-inch rear) in Mirror Chrome with matching Chisel front rotors. The voluminous Tour-Pak trunk box has a chrome wraparound LED taillight, while Diamond-Cut Charcoal inserts tart up the air cleaner cover, CB pod insert and the Tour-Pak’s lid insert. Harley’s Rumble Collection gives the gleaming chrome treatment to foot controls, heated grips and windshield trim.<span></span><span></span><br />
The three new color combos on offer this year are Wicked Sapphire & Stardust Silver with Big City lights Graphics, Crystal Citron & Diamond Dust with Big City Lights Graphics, and the Electric Orange & Black Diamond with Big City Lights Graphics (you’d better like the color orange to get this one!).<span></span><span></span><br />
As big a mouthful as those color schemes are, Harley staff assured us that CVO owners have an incredible ability to recite perfectly their bike’s color name.<span></span><span></span><br />
This fully loaded American-made luxo-tourer is notably maneuverable considering its claimed running order weight in excess of 900 pounds. However, confidence and finesse are required at walking pace speeds, like when picking your way around a parking lot looking for a space or performing a tight-radius U-turn. Riders who are tiny, faint-of-heart or inexperienced need not apply.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0251.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0251.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="The Electra is surprisingly adept at carving an arc despite its considerable heft. " border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297774-2/DSC_0251.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Electra is surprisingly adept at carving an arc despite its considerable heft. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Electra is surprisingly adept at carving an arc despite its considerable heft.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Seasoned riders ready for the CVO big time will appreciate the Ultra’s low-ish 29.8-inch seat height, but due to the width of the supremely comfy saddle, riders with an inseam of 30 inches or less may not get both boots placed flat at a stop.<span></span><span></span><br />
The Screamin’ Eagle Twin Cam 110 Vee doles out plenty of go-power for the biggest of the CVOs, and torque seems forever on tap. In our <a href="http://www.motorcycle.com/shoot-outs/2009-luxury-touring-shootout-87761.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2009 Luxury Touring Shootout</a>, this engine platform spun the dyno drum to the tune of 75 hp at 5100 rpm and 88 ft-lbs at 3800 rpm. Those figures won’t have sportbikers gushing with excitement, but the Ultra feels surprisingly peppy at low revs, and sufficient roll-on power is at the ready for overtaking Slugo The Cager on the interstate.<span></span><span></span><br />
While the throttle-by-wire throttle and EFI system operates optimally, with so much brute force available at the crack of the throttle from the big cube engine, throttle response tends to feel abrupt at times at low rpm, particularly right off idle. The Ultra Classic’s weight somewhat masks this sensation, whereas it’s more noticeable on the lighter weight Street Glide or Road Glide. A Harley staffer hit the nail on the head when suggesting that of the three big-displacement Twin Cam engines (96, 103 and 110), the 103 perhaps offers the best blend of increased power from the 96 with smoother power application when compared to the grunty 110-incher.<span></span><span></span><br />
On the other hand, no one at the launch of the 2012 CVOs was clamoring for a smaller engine in this best-of-the-best, the Ultra Classic Electra Glide. Get your order in now, as this CVO is limited to 3400 units and should, along with the other CVOs, hit dealers/availability as of this writing.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_9215.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version. " border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297713-2/DSC_9215.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Harley-Davidson CVO Street Glide $32,699</strong></span><span></span><span></span><br />
Kevin and I love the Street Glide best of all Harleys for its ideal blend of handling performance, comfort level, wind protection, styling and buttery smooth power from its rubber-mounted 96-cubic-inch Twin. And we know we’re right in our collective assessment since this is the model the Motor Company sells more than any other.<span></span><span></span><br />
The desirableness of this bike is reflected in the dreamy CVO version of the SG, as Harley will make 3500 CVO Street Glides in 2012 – 100 more than the Ultra Classic Electra Glide – and for only $200 more than last year’s model.<span></span><span></span><br />
Now that’s sayin’ somethin’.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_9113.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297763-2/DSC_9113.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The 2012 SG doesn’t double up on chrome goodies or retina–searing paint, but it does receive an extra serving of music pumping power in the form of two new 5x7-inch saddlebag lid-integrated speakers that boost the CVO SG’s speaker count to a total of eight, two more than last year. Tucked in the left side saddlebag is a new 200-watt amp that in fact does double up things this year, taking total system wattage from 200 to 400 watts. This bike is a crazy-loud boom box on two wheels powered by a Screamin’ Eagle!<span></span><span></span><br />
Sound clarity is excellent with no noticeable distortion at high volume from the two 5.25-inch speakers and bridged dual 2.0-inch tweeters in the dash, as well as the set of 6.5-inch speakers in the fairing lowers. Even at 80-plus-mph while wearing a full-face helmet and earplugs, sound quality from this bike is unmatched by any bike I’ve ridden that offers audio. The CVO SG also comes standard with an 8GB iPod nano that’s controllable from the switchgear audio controls.<span></span><span></span><br />
The SG still rolls on Agitator wheels (19-inch front, 18-inch rear) and front rotors, but this year in Mirror Chrome flavor. The mirrors also get the chrome treatment this year, and the subtle but slick bar and shield console emblem is now red backlit when the bike powers up – its nonessential but very trick looking.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0317.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0317.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system." border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297769-2/DSC_0317.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Tuckered out by walking from beer tent to beer tent at the rallies?<span></span><span></span><br />
Then your tushy will appreciate a new two-piece low-profile saddle with custom style imprints and “big beast” leather inserts. The pillion pad is detachable, as is the matching backrest for the rider.<span></span><span></span><br />
This ’Glide rarely provides serious points of complaints for us to consider, however, to reduce buffeting at freeway pace I would’ve liked a shorter screen than the 7.0-inch blade that’s standard on this bike.<span></span><span></span><br />
Like so many women that suffer painful high heel shoes or agonizing wax treatments for fashion’s sake, so, too, does the SG sacrifice for its curb appeal. An element of styling common to all CVO models is the “slammed” look. This low riding profile is integral to a CVOs appearance but it comes at the cost of limited rear suspension travel – like a meager 2.0 inches of travel. Ill-effects from the cut down suspension are fairly transparent over well-maintained road surfaces, as ride quality is, at worst, average. However, your first encounter with a cluster of pothole patchwork or a cavernous expansion joint will serve as a jolting reminder of the suspension’s narrow range of motion when your hiney gets bucked off the saddle a couple inches or the impact from the bump is transmitted directly to your lower back.<span></span><span></span><br />
Some saddlebag storage space is sacrificed in the name of powerful new speakers; otherwise, the Custom Vehicle Operations Street Glide is a deliciously decadent version of a <em>Motorcycle.com</em> staff favorite Harley-Davidson. Read our <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2011-harleydavidson-cvo-street-glide-review-89946.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2011 CVO Street Glide Review</a> to see just how fond we are of this motorcycle.<span></span><span></span><br />
Available colors include Ruby Red and Typhoon Maroon with Phantom Flame Graphics, Hot Citrus and Antique Gunstock with Phantom Flame Graphics and Dark Slate and Black Diamond with Phantom Flame Graphics.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_9638.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The 2012 CVO Street Glide in the Hot Citrus color scheme." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297753-2/DSC_9638.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 CVO Street Glide in the Hot Citrus color scheme." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 2012 CVO Street Glide in the Hot Citrus color scheme.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Harley-Davidson Road Glide Custom $30,699</strong></span><span></span><span></span><br />
In one trim level or another, the Road Glide is often found in the CVO lineup.<span></span><span></span><br />
For 2011 it was the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2011-harleydavidson-road-glide-ultra-review-89829.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Road Glide Ultra</a>, a distance-loving tourer with plenty of room for momma and all her stuff. This year the Road Glide Custom trades the long-haul touring image for a look that says this bike is a boulevard bombing badass bagger. The RG Custom is unusually understated for a CVO model; to the point that if it didn’t have that 110-cubic-inch SE at its heart you might not suspect it was part of this high-end line of Harleys.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_9844.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297718-2/DSC_9844.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>When the CVO staff pulled the cover off the RG Custom with White Gold Pearl and Starfire Black with Real Smoke graphics, my eyes widened and I was fully alert – the metabolizing-sapping effect from the large slice of pie I’d eaten earlier had worn off in an instant. When I first saw this motorcycle I knew it was not only the best looking CVO of 2012, but perhaps one of the most attractive mass-produced cruisers I’d seen in a long time.<span></span><span></span><br />
Chrome-plated parts on the RG Custom are in unusually small numbers compared to most CVOs. Instead, a healthy amount of black accents tie in the darker, sedate hues of the three available color schemes. The engine covers are gloss black, while the cylinders also get a full treatment of black finish.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29543.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29543.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most of parts, and instead goes heavy on the black." border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297744-2/BJN29543.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most parts, and instead goes heavy on the black." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most parts, and instead goes heavy on the black.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Mirrors, clutch and brake levers, as well as master cylinders and even muffler tips, are blacked out. Agitator wheels (19-inch front, 18-inch rear) in Contrast Chrome are only partially shiny, and the Screamin’ Eagle Heavy Breather air intake air cleaner cover has a Cutback Black finish. The 1.0-inch diameter internally wired one-piece handlebar is powder coated black – a smart color choice for the bar, as it allows your eyes to gaze effortlessly without interruption across the bike’s profile.<span></span><span></span><br />
Within minutes of seeing this dark-themed CVO Road Glide I thought, “Is it possible? A Dark Custom CVO?”<span></span><span></span><br />
My suspicion of this possibility was piqued when I noted the absence of Bar and Shield badges, and instead saw a simple chrome skull on the fuel tank sides and dead center on the top of the RG’s frame-mounted fairing.<span></span><span></span><br />
While the 2012 CVO Road Glide Custom isn’t the result of collaboration between CVO and the Dark Custom staff, the DC influence is obvious (like the skull, for one thing). And while no immediate plans are in place to create such a cross platform styled CVO, Smith said that both styling teams have talked and continue to swap notes.<span></span><span></span><br />
The RG gets a full complement of the Harman/Kardon audio system with a total of six in-dash speakers and 100-watts-per-channel of music-pumping power. Like the rest of the 2012 CVO line, the Custom is equipped with an 8GB nano.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29584.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29584.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model." border="0" class="imgCaption" height="450" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297728-2/BJN29584.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Once you’re settled into the two-piece saddle (the pillion is removable) with color-matched cover and stitching depending on the bike’s paint scheme, you’ll notice two things: the big frame-mounted fairing looks like a lot of fairing real estate out front, and wind protection is quite good thanks to the aerodynamic Windsplitter windshield that creates a less turbulent pocket of air compared to the Street Glide.<span></span><span></span><br />
Some riders prefer the frame-mounted fairing since wind buffeting is transferred to the frame rather than handlebar, as well as a slightly lighter effort steering sensation because you’re not wielding the fairing’s weight on the handlebar.<span></span><span></span><br />
All true, I suppose, but for my tastes the RG’s fairing style creates the perspective from the saddle that there’s a lot of weight out front and the illusion the front-end is significantly longer than it actually is. It’s visually heavy, I guess. I prefer the Street Glide’s bar-attached fairing for its smaller profile and because I feel I can better manage the bike’s handling at low speeds, even if more weight is carried on the handlebar.<span></span><span></span><br />
Personal preference is what it boils down to, because the Road Glide handles well, just differently than the SG. It also has an additional inch of rear suspension travel.<span></span><span></span><br />
Regardless of my choice of style of Glides, there’s no question in my mind – the 2012 Road Glide Custom is the looker of the bunch. In addition to the White color, Candy Cobalt and Twilight Blue with Real Smoke graphics and Maple Metallic and Vivid Black with Real Smoke graphics are available paint schemes. Harley expects to make 2000 of this 2012 CVO model.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0845.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297698-2/DSC_0845.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Harley-Davidson CVO Softail Convertible $29,699</strong></span><span></span><span></span><br />
This model year is the third year for the Softail Convertible in the CVO lineup. When it first surfaced in 2010 we discovered how crafty and practical Harley could get. In a matter of a few minutes this bike can transform from stripped-down stylin’ cruiser to destination-driven touring bike by way of its quick-release windshield, saddlebags and passenger pillion with backrest – a two-wheeled Jekyll ’n’ Hyde.<span></span><span></span><br />
After listening to customer feedback Harley decided to increase the windshield’s height by approximately 1.0-inch and width by 2.0 inches, while also adding venting and adjustable lower wind deflectors. According to Harley’s computation fluid dynamics testing, the company realized this new, taller and wider screen eliminated a significant amount of wind pressure on the rider’s head as well as reducing turbulence in the cockpit.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/BJN29619.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297733-2/BJN29619.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Other than the Electra Glide, the Convertible is the only other CVO to receive the Road Tech Zumo 660. And like on the Electra, a rider can operate the Convertible’s included iPod nano menus through the Zumo. Turn-by-turn driving commands will play through the dual 3.5-inch 2-way speakers nestled at the base of the windshield.<span></span><span></span><br />
In CVO trim, this is the only Softail with cruise control and throttle-by-wire. ABS is standard to all CVOs, and great care was taken to create separate ABS modulators for the front and rear wheels on the Convertible to preserve its clean custom-bike styling, with the front unit tucked neatly out of sight behind the upper fork cover.<span></span><span></span><br />
Three color options are available this year: Crimson Red Sunglow with Scarlet Crystal Graphics, Abyss Blue with Catacomb Graphics, and the Satin Pewter with Catacomb Graphics bike’s leather saddle and saddlebags come in an upscale distressed brown leather. Give that brown leather a few years’ worth of wear and it should develop a nice character-endowing patina.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-cvo-models-review/DSC_0448.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension." border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297703-2/DSC_0448.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The Convertible is the best selling CVO with women, no doubt a result of the Convertible’s low 26.1-inch seat height, the second lowest of all Harley motorcycles. The ladies will have further reason to celebrate with this year’s Convertible since all its updates and the addition of the Zumo 660 raised its MSRP by a mere $100 from 2011. But get on this one quick, girls (or guys) – only 1500 are slated for production.<span></span><span></span><br />
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Source : motorcycle.com<br />
<div style="font-size: 13px;"></div></div>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-6000651541637935626.post-84794317171083960402011-08-20T00:37:00.000-07:002011-08-20T00:37:16.645-07:00250cc Beginner Bike Shootout<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>As far as bike tests go, we’re going to go out on a limb and say this is the most important one we’ll do all year – and it’s only February.</strong></span><br />
Why is that? New riders are the holy grail for motorcycle manufacturers. It’s the reason they spend the money they do in advertising and promotions. The goal is to attract new riders to the brand, start them off with something small, like a 250, then keep them coming back and sticking to the brand as they progress through the ranks.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Beginner bikes: More than meets the eye</strong></span><span></span><span></span><br />
If you discount certain standards and cruisers that have popped up throughout the years, for over two decades, <a href="http://www.motorcycle.com/manufacturer/kawasaki.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Kawasaki</a> has had a stranglehold on the quarter-liter class with the machine everyone knows as the Ninja 250R. Consistently Kawasaki’s best-selling motorcycle, the little parallel-Twin doesn’t stick around for over two decades without a reason. It’s a solid machine that is a great building block for the new rider, yet still has enough pep in its step to keep a veteran rider satisfied.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6845+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276898-2/2011_250cc_Comparo+IMG_6845+_1_.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Thanks to the Kawasaki Ninja 250R, Honda CBR250R and Hyosung GT250, there has never been a better time to be a new rider." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Thanks to the Kawasaki Ninja 250R, Honda CBR250R and Hyosung GT250, there has never been a better time to be a new rider.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>By now you’ve probably read all about the Ninjette and its parallel-Twin engine, low seat height and spritely performance. If not you can refer to our previous test from the bike’s revamp in 2008 or in our<a href="http://www.motorcycle.com/shoot-outs/2010-bennche-megelli-250r-vs-ninja-250r-89918.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2010 comparison to the Bennche Megelli 250</a>. At any rate, we always thought it a mystery why none of the other Japanese manufacturers have tried to take a piece of that pie.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7198+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7198+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277155-2/2011_250cc_Comparo+IMG_7198+_1_.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Posing the biggest threat to the Kawasaki Ninja 250’s stranglehold on the quarter-liter class is the 2011 Honda CBR250R, powered by a single-cylinder engine with fuel injection – something the Green machine doesn’t have." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Posing the biggest threat to the Kawasaki Ninja 250’s stranglehold on the quarter-liter class is the 2011 Honda CBR250R, powered by a single-cylinder engine with fuel injection – something the Green machine doesn’t have.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Until now, that is. <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda</a>, seeing the potential goldmine that is the loyal repeat customer, is finally throwing its hat in the ring with the CBR250R. With all this time to study what makes the Kawasaki so great, Honda is taking a slightly different approach to new riders with the mini-CBR.<span></span><span></span><br />
A key distinction is the fact that the CBR is powered by a single-cylinder engine. It, too, has dual overhead camshafts and four valves per cylinder (for a total of, uh, four), like the Kawasaki, but – here’s the kicker – it also has fuel injection! This alone gives the Honda an early lead in our book over the still-carbureted Kawasaki, but surely the penalty for EFI will be felt in the price tag, right?<span></span><span></span><br />
Wrong. Both the Ninja 250 and CBR250R cost exactly the same at $3999. Our particular test bike however, came equipped with Honda’s combined ABS, a $500 option. The Kawasaki, unfortunately, isn’t available with ABS. With this interesting tale of the tape, we, just like you, were eager to discover just how the two matched up. Welcome to <em>Motorcycle.com</em>’s 2011 250cc beginner sporty-bike shootout.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6666.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="234" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276813-2/2011_250cc_Comparo+IMG_6666.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Same displacement, three different configurations. Which will win beginner bike glory?" vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Same displacement, three different configurations. Which will win beginner bike glory?</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>But wait, we have a third bike to throw in the mix – <a href="http://www.motorcycle.com/manufacturer/hyosung.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Hyosung</a>’s GT250, and it’s actually been available for a couple years now. While the Korean company hasn’t been getting the same recognition as its Japanese counterparts, the GT250 is what we consider the wildcard in this test. Powered by an air-cooled 249cc V-Twin, it’s the third different engine configuration of the bunch. This one also has dual overhead cams, four valves per cylinder and fuel injection.<span></span><span></span><br />
We call it the wildcard because it costs $300 less than its Japanese rivals. In full disclosure, our original request was for the GT250R, which costs the same as the Kawasaki and Honda and comes with features like a full fairing, racy ergos, and dual front discs as opposed to the single disc on the standard, naked model. Unfortunately, Hyosung couldn’t get us one in time, but you can read more about it in our <a href="http://www.motorcycle.com/shoot-outs/2009-250cc-streetbike-shootout-88953.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2009 250cc Shootout</a>.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7228+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277183-2/2011_250cc_Comparo+IMG_7228+_1_.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="While not as well known as the rest, the Hyosung GT250 is Korea’s entry into the beginner bike market and it’s the least expensive at $3699. The R version comes with a full fairing, dual front brake discs and a few other minor tweaks." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">While not as well known as the rest, the Hyosung GT250 is Korea’s entry into the beginner bike market and it’s the least expensive at $3699. The R version comes with a full fairing, dual front brake discs and a few other minor tweaks.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Now that you’ve met the players, we’ll give you a little more insight on our testing of these three bikes. Yes, all three of our testers are veteran riders, but we kept the rookie in mind throughout the test. We paid less attention to outright performance like we normally do and put more focus on what would benefit the new rider in situations he or she might face. We rode these bikes mainly around town, on the highway and yes, we did take a detour into the canyons (hey, we have needs, too). With that said, here’s how they stack up.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Battle of the Buzzers</strong></span><span></span><span></span><br />
Starting the Honda and Hyosung in the morning is a matter of just pressing a button. Due to its carburetors, the Ninja requires the choke to give it some life when it’s cold outside. In this era of ubiquitous EFI, we found it annoying to have to wait for it to warm up.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7334.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277223-2/2011_250cc_Comparo+IMG_7334.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The majority of new riders will find themselves riding in this situation; commuting to and fro on city streets. So that’s the environment we tested them in." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The majority of new riders will find themselves riding in this situation; commuting to and fro on city streets. So that’s the environment we tested them in.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The Ninja’s 249cc parallel-Twin engine hasn’t changed much throughout the years, and for better or worse, our testers found both high and low points about it. We admit it’s a bit strange to see a motorcycle that still has carbs, as playing with the choke and feeding the throttle during cold startups has all but become a thing of the past. Call it a history lesson for new riders, if you will.<span></span><span></span><br />
Guest tester, Tom Roderick was especially critical of the fuel delivery, simply stating in his notes, “Carbs and choke...really?” Yes, Tom, really, though European versions of the Ninjette come with fuel injection, so don’t be surprised if that makes its way here in a 2012 update.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011-250cc-beginner-bike-shootout-hp-dyno2.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 250cc beginner bike shootout hp dyno" border="0" class="imgCaption" height="320" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277406-2/2011-250cc-beginner-bike-shootout-hp-dyno2.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Hyosung GT250’s fuel-injected V-Twin has perhaps the best powerband of this trio, punching out more power than the Honda almost across the board. The Kawasaki lags behind the others until past 9000 rpm." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Hyosung GT250’s fuel-injected V-Twin has perhaps the best powerband of this trio, punching out more power than the Honda almost across the board. The Kawasaki lags behind the others until past 9000 rpm.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
<b><i></i></b><i></i><span></span><span></span><br />
Despite this minor setback, the Kawasaki’s twin cylinders recorded the highest horsepower number as it spun the drum to the tune of 24.9 ponies on the Superflow dyno at Gene Thomason Racing. We expected as much since the twin-cylinder design is more efficient than a Single (Honda), and the liquid-cooling is superior to air-cooling (Hyosung).<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7326.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7326.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Kawasaki Ninja 250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277220-2/2011_250cc_Comparo+IMG_7326.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Although the parallel-Twin Kawasaki spits out the most peak horsepower, it felt relatively gutless when riding at lower revs in urban situations." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Although the parallel-Twin Kawasaki spits out the most peak horsepower, it felt relatively gutless when riding at lower revs in urban situations.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Our butt-dyno also confirmed these numbers, as the Kawasaki was quick to leap away from the others once the engine was spinning past 9000 rpm, en route towards its 13,000-rpm redline. This proved to be fun when playing in the canyons or entering a highway onramp, but in the real world of everyday commuting and accelerating past cars, having to get the engine revving to keep it in the powerband required a lot of shifts through the six-speed gearbox and a deft clutch hand. Thankfully the transmission is smooth and clutch pulls are supremely light. Still, these attributes “make the Ninja difficult to ride around town compared to the Honda,” says Tom.<span></span><span></span><br />
It’s no surprise the Ninette torque figures are also the lowest of the bunch, as we expected, with the parallel-Twin producing just over 13 ft.-lb. Though look at the dyno charts and you’ll notice no noticeable dips in the powerband, just a steady, progressive arc to the top. Carbs may be outdated, and these leanly tuned units deliver soft low-end response, but there isn’t an appreciable powerband dip until peak figures are made.<span></span><span></span><br />
What’s interesting is where the other two machines stack up. As we expected, the CBR produces the least horsepower from its single cylinder – just 22.6 – but it trumps the rest in the torque department with 15.1 ft.-lbs. at 6500 rpm. More importantly, it already makes 11 ft.-lbs. at 3000 revs, where the Ninja is making just slightly more than eight.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011-250cc-beginner-bike-shootout-torque-dyno2.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 250cc beginner bike shootout torque dyno" border="0" class="imgCaption" height="320" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277411-2/2011-250cc-beginner-bike-shootout-torque-dyno2.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Honda chose the single-cylinder layout for the CBR250R to reduce weight and provide more torque, though it sacrifices outright horsepower in the process. The Hyosung’s 75-degree V-Twin proved to be the best compromise of the three bikes, though its power experiences many dips and flat spots which don’t go unnoticed. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Honda chose the single-cylinder layout for the CBR250R to reduce weight and provide more torque, though it sacrifices outright horsepower in the process. The Hyosung’s 75-degree V-Twin proved to be the best compromise of the three bikes, though its power experiences many dips and flat spots which don’t go unnoticed.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The real surprise however, is the Hyosung. We expected its air-cooled mill to be lacking against its rivals. Instead the V-Twin made horsepower (24.0) and torque (14.8 ft-lb), numbers that land directly between the Honda and Kawasaki.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6601.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 300px;"><img alt="2011 Kawasaki Ninja 250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276770-2/2011_250cc_Comparo+IMG_6601.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6619.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 300px;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276785-2/2011_250cc_Comparo+IMG_6619.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6590.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 300px;"><img alt="2011 Hyosung GT250" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277390-2/2011_250cc_Comparo+IMG_6590.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Ergonomically, the Hyosung feels most like a big bike. The Kawasaki has a seemingly long reach to the bars, compared to the Honda which feels to have the most proportional rider triangle. Our testers gravitated toward the Honda." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Ergonomically, the Hyosung feels most like a big bike. The Kawasaki has a seemingly long reach to the bars, compared to the Honda which feels to have the most proportional rider triangle. Our testers gravitated toward the Honda.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>What are they like to live with?</strong></span><span></span><span></span><br />
Of the three, the Ninja proved to be the least roomy of the bunch. Its seat pad lacks much length, so taller riders might feel a bit cramped. Despite its diminutive size, the Honda’s saddle actually feels like there’s more room to stretch out. But when it comes to “big bike feel,” the Hyosung again surprised us as it’s clearly the motorcycle that feels the most like its more grown-up siblings. The extended gas tank and seat pad mimic those of bigger motorcycles and would suit the taller or larger rider better. Not that the other two couldn’t, however.<span></span><span></span><br />
<span></span><span></span><br />
<b><i></i></b><i></i><span></span><span></span><br />
Touching the ground is a big deal for new riders as it helps build confidence. Both the Ninja and the CBR have exact same seat heights, measuring 30.5 inches from the ground, which is relatively low for sport(y) bikes. The Hyosung, meanwhile, imitates its bigger siblings with a seat height of 32.7 inches. Again, something to consider for the taller/bigger rider, and perhaps something to be avoided for those with short legs.<span></span><span></span><br />
Just look at the three bikes and it’s visibly clear that the Honda is the most compact of the bunch. The omission of a second cylinder as seen on the other two machines freed up space both horizontally and laterally, making for a compact machine that should appeal to women or riders of a smaller stature. It has the shortest wheelbase, too, at 53.9 inches compared to 55.1 inches on the Ninja and 56.5 on the GT250.<span></span><span></span><br />
Another byproduct of the Honda’s missing cylinder is the weight difference between the other two bikes. The standard CBR250R tips the scales at a claimed 359 lbs., ready-to-ride and with a full tank of fuel. Add another eight pounds for the combined ABS system like the one on our test bike and it’s still eight pounds lighter than the other two, which both weigh 375 lbs.<span></span><span></span><br />
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<tr><td><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR250R, Kawasaki Ninja 250R, Hyosung GT250R" border="0" class="imgCaption" height="225" hspace="0" src="http://www.motorcycle.com/images/content/Shoot-Out/2011_250cc_Comparo-side-by-side-1.jpg" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: baseline;" title="Of the three, the Honda was the slimmest and most compact of the bunch. Don’t be fooled by the Hyosung’s nakedness - from the saddle it feels like a much bigger machine." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Of the three, the Honda was the slimmest and most compact of the bunch. Don’t be fooled by the Hyosung’s nakedness - from the saddle it feels like a much bigger machine.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></td></tr>
</tbody></table>The Honda’s torque advantage, coupled with its short first gear and light weight, give it the leap off the line over the other two. The Hyosung meanwhile, takes advantage of its broad torque curve to keep the Honda in its sights. It isn’t until they can stretch their legs does the Kawasaki then catch up.<span></span><span></span><br />
Navigating through the city sprawl, and again the Honda’s torque and lightweight handling made it the easiest bike to maneuver around cars, through tight spaces, and while lane-splitting in the only state in the union that allows it.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7290.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><img alt="2011 Hyosung GT250" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277200-2/2011_250cc_Comparo+IMG_7290.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="We were genuinely impressed with the Hyosung. Its engine is surprisingly capable, and its roomier ergos will be appreciated by taller/larger riders." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">We were genuinely impressed with the Hyosung. Its engine is surprisingly capable, and its roomier ergos will be appreciated by taller/larger riders.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7338.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277230-2/2011_250cc_Comparo+IMG_7338.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="With the most torque of the three, the CBR250R is the easiest to maneuver through traffic." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">With the most torque of the three, the CBR250R is the easiest to maneuver through traffic.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>As we explained earlier, the Ninja’s lack of grunt became really frustrating when negotiating traffic, while the Honda could smartly squirt through gaps in traffic. The Hyosung, while having broad power, has an extraordinary amount of throttle travel that requires the rider to twist their wrist quite far before hitting the stop. Couple that with a notchy, five-speed transmission, and this, too, proved annoying.<span></span><span></span><br />
On the highway the tables are turned slightly on the Honda. None of these machines are speed demons by any means, but accelerating up to merging speeds takes the better part of seven seconds. That’s still right on par with many four-wheelers on the road. The problem for the Honda is that the single cylinder is already spinning at 8500 rpm to maintain 80 mph, and as our own Kevin Duke put it, “there’s not much left in reserve at that speed.”<span></span><span></span><br />
Remarkably, the Honda exhibits very minimal buzz or vibrations despite this engine speed. “This thing is smoother than a Single should be,” Roderick said, describing the Honda engine.<span></span><span></span><br />
The Hyosung also struggles with passing power up top, as its 75-degree V-Twin redlines at 10,500, like the Honda. We also noticed a strange characteristic with the GT250 at speed: the entire bike would “weave” slowly across its axis when we hit a bump in the road. We’re not sure if it’s because of the bias-ply Shinko tires or some kind of chassis flex, but it was mildly disconcerting.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6675.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276823-2/2011_250cc_Comparo+IMG_6675.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Each of these three machines impressed us in one way or another. A new rider can’t go wrong with any of them." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Each of these three machines impressed us in one way or another. A new rider can’t go wrong with any of them.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Meanwhile, it’s here on the highway that the Kawasaki really shines, as its engine is spinning at roughly the same speed as the rest, but it has a 13000 rpm redline, meaning it still has a few more ponies in reserve should they need to be called upon. Though we did notice the Ninja was the most vibey at highway speeds, especially when you did have to call upon the extra revs.<span></span><span></span><br />
That being said, we really don’t see much need in having to go that quickly all the time. Plus, the majority of new riders stick to the streets and avoid the highways anyway. It’s because of its easy-to-ride and ideal-for-the-street nature that all of our testers were unanimous in picking the CBR250R as our choice for commuting and around-town duties.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7305.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277203-2/2011_250cc_Comparo+IMG_7305.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Honda CBR250R is our pick if you’re a new rider trying to surviving the urban jungle. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Honda CBR250R is our pick if you’re a new rider trying to surviving the urban jungle.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>We’re not done yet</strong></span><span></span><span></span><br />
But, just to appease our curiosity, we couldn’t help but give our trio a little romp in the twisties, too. This wasn’t all for naught, either, as the little Ninja 250R has been a long-time favorite for club racers across the country wanting to start their amateur careers. The Ninja’s revamp in 2008 reignited the club racing community’s enthusiasm in bringing back classes specifically for 250cc four-strokes. In fact, yours truly has competed on one in a previous life with moderate success.<span></span><span></span><br />
Right away the Ninja’s and CBR’s racing heritage made itself clear; their handling was worlds better than the Hyosung. All three bikes have similar rake numbers (25 degrees for the Honda and Hyosung, 26 for the Kawasaki), but the Japanese bikes flick into turns much quicker. We suspect the Shinko tires are at least partially to blame as the radial IRC Road Winners on the Japanese bikes handled the canyon duties with ease.<span></span><span></span><br />
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<tr><td><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR250R, Kawasaki Ninja 250R" border="0" class="imgCaption" height="150" hspace="0" src="http://www.motorcycle.com/images/content/Shoot-Out/2011_250cc_Comparo-side-by-side-2.jpg" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: baseline;" title="The racing heritage of the bigger Ninjas and CBRs is evident while riding these miniature versions." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The racing heritage of the bigger Ninjas and CBRs is evident while riding these miniature versions.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></td></tr>
</tbody></table>Despite the fact that the GT250 is equipped with a 41mm inverted fork (the only one in this group with an inverted fork) and a preload-adjustable rear shock, it couldn’t overcome the handling woes the inferior rubber presented. All of our testers were timid pushing the bike, as the feedback from the rubber was minimal and it required the most effort to initiate turns. In fact, friend of <em>Motorcycle.com</em>and fellow guest tester Kaming Ko put it best, saying, “the bike moves from side to side like a belly dancer in the canyons and the freeway.”<span></span><span></span><br />
As far as the Ninja and the CBR, both bikes are very similar in that each has 37mm, non-adjustable front forks, while the Green bike is equipped with Kawasaki’s Uni-Trak rear shock. Honda’s Pro-Link shock graces the rear of the CBR. Both units only feature pre-load adjustability. Despite the lack of adjustments, none of our testers complained about it. Duke, in fact, admired the suspenders on the Honda, calling it “dialed for a person of my 145-lb. weight. He went on to praise its compliance and decent control.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+FONZ0824.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277243-2/2011_250cc_Comparo+FONZ0824.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Bias-ply Shinko tires on the Hyosung contributed to its less-than-planted feeling and skittish reaction over road imperfections. The amount of feedback was disappointing." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Bias-ply Shinko tires on the Hyosung contributed to its less-than-planted feeling and skittish reaction over road imperfections. The amount of feedback was disappointing.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>That being said, we were impressed with the suspensions on both bikes in the twisty bits. Each offered compliant rides that didn’t feel as soft as its bottom-bin parts would indicate. The one-degree rake difference was negligible when it came to turn-in. As we mentioned earlier, the weight advantage of the Honda proved to be equally important in the canyons as it was in the city. That’s because a large portion of that weight difference is due to the lack of reciprocating parts on a twin-cylinder like the Kawi and Hyosung, and it’s those gyroscopic forces that contribute to their slight lack of steering sharpness.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+FONZ0914.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+FONZ0914.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Kawasaki Ninja 250R" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277350-2/2011_250cc_Comparo+FONZ0914.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Despite weighing more than the Honda, the Kawasaki’s agility is almost on par with the CBR. Its power advantage, however, made the Ninja the preferred choice for canyon carving or track duty." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Despite weighing more than the Honda, the Kawasaki’s agility is almost on par with the CBR. Its power advantage, however, made the Ninja the preferred choice for canyon carving or track duty.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Of course, it’s not like the Kawi is a slouch; it apexes quickly and holds a line on par with the Honda, though it requires just that tiny bit more muscle. Again, with the engine spinning pretty high as they do in the tight bits, the Ninja simply pulls away from the Honda on corner exits.<span></span><span></span><br />
This characteristic convinced us that the Kawi would be our preference to play with in the canyons or on the track. In casual street and commuting roles, we’ll take the torque of the Honda, but when it comes to sport riding or the racetrack, horsepower is still king.<span></span><span></span><br />
Part of going fast is eventually slowing down, and we were genuinely pleased with the binders on all three bikes. Despite sharing heaviest bike honors with the Hyosung, the Ninja has a single petal-type front rotor measuring 290mm, while the Korean bike sports a single 300mm disc. The Honda splits the difference with a 296mm disc. All three are mated to two-piston calipers.<span></span><span></span><br />
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<tr><td><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="224" hspace="0" src="http://www.motorcycle.com/images/content/Shoot-Out/2011_250cc_Comparo-side-by-side-3.jpg" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: baseline;" title="All three bikes provide impressive stopping power, but we feel the Honda’s optional combined-ABS will suit new riders best." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">All three bikes provide impressive stopping power, but we feel the Honda’s optional combined-ABS will suit new riders best.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></td></tr>
</tbody></table>We couldn’t fault any of the binders as they all delivered impressive stopping power in light of their budget-conscious origins, but considering new riders worry about how much front brake they can use, the Honda’s combined ABS again takes the nod for top honors as the system works so fluidly and will undoubtedly bring these new rider worries to rest. Though one quibble we had was that tapping the rear brake mid-corner would cause the front to dive noticeably. That’s something we’d gladly live with for the peace of mind it provides while trying to navigate the urban sprawl.<span></span><span></span><br />
At the end of the day we were split between the Ninja and CBR when it came to spirited riding. Half the group enjoyed the Honda’s agility, while the other half favored the Kawasaki’s power. Consider this category a draw.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6803+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R, Honda CBR250R, Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276888-2/2011_250cc_Comparo+IMG_6803+_1_.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="It’s hard to pick a favorite when they’re all so close." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">It’s hard to pick a favorite when they’re all so close.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>So what’ll it be?</strong></span><span></span><span></span><br />
The easy answer to that question is “all of them.” And, really, it’s true – for the new rider, you can’t go wrong choosing any of these bikes. Apart from the aforementioned riding impressions, all three will be cheap to insure, easy to ride, and will go a long way before you need to look for a gas station.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6642.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6642.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Hyosung GT250" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276800-2/2011_250cc_Comparo+IMG_6642.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Though it impressed us all, our wildcard – the Hyosung GT250 – is still a step behind its Japanese counterparts. " vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Though it impressed us all, our wildcard – the Hyosung GT250 – is still a step behind its Japanese counterparts.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>But a winner has to be chosen, and it’s here where we split hairs. All of us were genuinely surprised at the Hyosung’s performance. The V-Twin provides a nice compromise between torque and horsepower in an air-cooled engine, and its fuel-injection provides a definite advantage over the Ninja. Ergonomically, it was the most spacious as well. It even averaged 53 mpg – second best in the group. At $3699 it’s also the least expensive.<span></span><span></span><br />
That’s where the praise ends, however. We couldn’t get past the flighty handling of the GT250, and it was the most difficult to maneuver. The transmission felt notchy, and overall fit and finish isn’t yet level with its Japanese rivals. Despite its two-year warranty, we’re still cautious about Hyosung’s parts and dealer network. It’s for these reasons we put the GT250 in third place.<span></span><span></span><br />
It almost feels wrong calling the Ninja 250 our second-place machine, as it’s been the only game in town and it’s still such a capable performer. In its element, the parallel-Twin is the liveliest of the bunch, and it’s the best bike of this trio for running long distances on the highway. Its transmission and suspension leave nothing to be desired, either. Not only that, but the support network is so huge and enthusiastic that there’s practically nothing you can’t do to this bike.<span></span><span></span><br />
Despite that, there are still some chinks in its armor. First and foremost: the carburetors. Our European neighbors don’t have them anymore. Why do we? Not only that, but the Ninja also delivered the worst fuel mileage of the bunch by far at 43 mpg. Some may find the seating arrangement a little cramped as well. Ultimately, we gave it second place because around town the Ninja 250 is a handful to keep in the powerband; and when you only have 26 horses, you try and take advantage of them whenever possible.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_7168+_1_.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Kawasaki Ninja 250R" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/277123-2/2011_250cc_Comparo+IMG_7168+_1_.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Ninja 250R is the best choice for sportbike duties, but it falls behind due to its peakier powerband caused by lean carburetor jetting. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Ninja 250R is the best choice for sportbike duties, but it falls behind due to its peakier powerband caused by lean carburetor jetting.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Then there’s the CBR250R. We instantly fell in love with this bike around town, as it’s comfortable, light, and, best of all, its class-leading torque is easily accessible. It also managed to win the mileage game too, clocking an impressive 57 mpg in our combined riding. We think the new rider will benefit most from all these attributes when going to school, commuting to work, or just bombing around town. We wouldn’t say the ABS is a must-have, but if it provides the new rider with confidence, then it’s worth the extra 500 bones.<span></span><span></span><br />
That’s not to say the Honda is without its downfalls. Really, the only glaring one is that its paltry 22 horses are barely enough to keep up with traffic. Since it’s so new, there’s no telling what the parts and dealer network will be like, but since it’s a Honda we’re not too worried about that.<span></span><span></span><br />
There you have it. Our 2011 beginner bike showdown is in the books and Honda has finally wrestled the crown away from the long-time king. Fortunately, no matter how you slice it, the real winners are us, the riding public.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2011-250cc-beginner-bike-shootout/2011_250cc_Comparo+IMG_6911.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/276958-2/2011_250cc_Comparo+IMG_6911.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Honda’s CBR250R is our choice when it comes to a machine that is best suited towards new riders." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Honda’s CBR250R is our choice when it comes to a machine that is best suited towards new riders.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><br />
Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-49348975274559678652011-08-20T00:29:00.000-07:002011-08-20T00:29:34.996-07:00BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS [Video]<div dir="ltr" style="text-align: left;" trbidi="on"><br />
<span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>Sport-touring riders don’t carry city maps in their bags. They’re the type that pulls out a state — or even country — map and places pins at the start and end points. In between, they search for the longest squiggly lines they can find, preferably in succession. They’re a discerning type, too. In order to ride long distances, the chosen motorcycle has to be plenty comfy yet have provisions to carry everything needed for the journey. Not only that, but sometimes their steed serves as the only companion on the trip, so it also needs to inspire, motivate and thrill.</strong></span><br />
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<tr><td><div id="galleryPlayer_1"><embed allowfullscreen="true" allowscriptaccess="always" flashvars="playlistfile=http://www.motorcycle.com/gallery/playlist.php?theMovie%3DwpTPihOYMn4&dock=true&autostart=true&plugins=adtvideo&adtvideo.config=http://www.motorcycle.com/gallery/preroll_tracking.php%3Fhttp://p.vadstorage.com/pre-roll/motorcycle.com/motorcycle.com-default-pre-roll.flv/http://ads.verticalscope.com/www/delivery/ck.php?n%3Da980bd2c%26cb%3D1839152089/http://ads.verticalscope.com/www/delivery/avw.php?zoneid%3D570%26cb%3D1839152089%26n%3Da980bd2c%26calledfrom%3Dhttp://www.motorcycle.com/shoot-outs/2012-bmw-k1600gt-vs-2011-kawasaki-concours-14-abs-video-91105.html&stretching=fill&skin=http://www.motorcycle.com/gallery/modules/flashvideo/lib/modieus.zip" height="405" id="galleryPlayer_1_obj" name="galleryPlayer_1_obj" quality="high" src="http://www.motorcycle.com/gallery/modules/flashvideo/lib/player56.swf" type="application/x-shockwave-flash" width="500" wmode="transparent"></embed><span></span><span></span></div></td></tr>
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<a href="http://www.motorcycle.com/manufacturer/bmw.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">BMW</a> and <a href="http://www.motorcycle.com/manufacturer/kawasaki.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Kawasaki</a> have long battled in this category, stretching way back on these pages to 1996 when we compared an R1100RT to the 1000cc Connie in our <a href="http://www.motorcycle.com/shoot-outs/lightweight-tourers-comparison-1715.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Lightweight Tourers Comparison</a>. This pair and the <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda</a> ST1100 that won the shootout were forefathers of the sport-touring genre. Fifteen years later, the sport-touring category and the bikes in it have grown.<span></span><span></span><br />
<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9981.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304413-1/Sport_Tourers_IMG_9981.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="In the larger-than-life sport-touring arena, it doesn’t get any bigger than the BMW K1600GT and Kawasaki Concours 14." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">In the larger-than-life sport-touring arena, it doesn’t get any bigger than the BMW K1600GT and Kawasaki Concours 14.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
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Today, BMW and Kawi come in with the K1600GT and Concours 14, respectively.<span></span><span></span><br />
Kawasaki’s Concours brand was <a href="http://www.motorcycle.com/manufacturer/kawasaki/2008-kawasaki-concours-14-60446.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">reborn in 2007</a>, debuting as a 2008 model powered by a ZX-14-based, 1352cc motor. Its powerful engine, composed shaft-drive and performance per dollar solidified its place in the S-T category.<span></span><span></span><br />
For BMW, a brand that’s no stranger to building comfortable machines made to go the distance, the K16 stands out, even among other Beemers, as one of the most important models the company has ever produced. Its new inline six-cylinder engine is sensational and makes it unique in the motorcycle world.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0045.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0045.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303704-1/Sport_Tourers_IMG_0045.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The sport-touring category is one of our favorites, delivering backroad prowess and stowage capacity to make traveling fun." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The sport-touring category is one of our favorites, delivering backroad prowess and stowage capacity to make traveling fun.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
It’s only natural, then, to compare these two goliaths of the sport-touring category against each other. The Concours represents the old guard, bringing to battle a proven platform at a relatively easy price. Meanwhile, BMW’s all-new K1600, with its lovely six-cylinder engine and boatload of impressive features, is quickly carving a name for itself as a force to be reckoned with.<span></span><span></span><br />
To put these comfy, road-inhalers to the test, we needed to put a significant amount of miles on each machine. Fortunately for us, our trip coincided with <a href="http://www.motorcycle.com/events/2011-red-bull-us-grand-prix-event-report-91096.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">MO’s annual voyage to Laguna Seca Raceway</a> in Monterey, California, for the first of two visits from the MotoGP circus this year on U.S. soil. Editor Duke and I rode these two machines from our SoCal digs up to Monterey and back — the long way — and our findings were rather comprehensive. All told, we covered some of California’s most scenic roads in order to see which of these mile-munching machines would sport-tour the best.<span></span><span></span><br />
We loosely retraced the route from our <a href="http://www.motorcycle.com/shoot-outs/2009-sporttouring-shootout-88641.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2009 Sport-Touring Shootout</a> in which BMW’s powerful and nimble four-cylinder K1300GT took the overall honors ahead of the C-14, <a href="http://www.motorcycle.com/manufacturer/yamaha.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Yamaha</a> FJR1300 and Honda ST1300. The GT model of the K1300 platform is now dead, leaving the K16GT to fight for its place in sport-touring pantheon.<br />
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<span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 BMW K1600GT<br />
$20,900 ($24,540 as tested)</strong></span><span></span><span></span><br />
When talking about the K1600GT, all discussions naturally center around its inline six-cylinder engine, and rightly so. By now, you may have read the countless accolades given to this powerplant from the international press, including from our own Editor Duke in his <a href="http://www.motorcycle.com/manufacturer/bmw/2012-bmw-k1600gt-review-91085.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">K16-GT review</a>. After flogging the K16 myself, I’m inclined to believe every single one of them is true. It shouldn’t come as a surprise that the company that has made a name out of its high-performance six-cylinder four-wheelers has found a way to make that joy available to two-wheelers as well.<span></span><span></span><br />
<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/2011-BMW-K1600GT-vs-Kawasaki-Concours-14-dyno-combined2.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="320" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304547-2/2011-BMW-K1600GT-vs-Kawasaki-Concours-14-dyno-combined2.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Despite giving up nearly 300cc to the K16’s Six, the Kawasaki makes more horsepower, but only after 8000 rpm. The K1600GT has a very healthy advantage in both horsepower and torque everywhere else, offering a more user-friendly powerband plus a sonorous soundtrack. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Despite giving up nearly 300cc to the K16’s Six, the Kawasaki makes more horsepower, but only after 8000 rpm. The K1600GT has a very healthy advantage in both horsepower and torque everywhere else, offering a more user-friendly powerband plus a sonorous soundtrack.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
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With a 72 x 67.5mm bore and stroke, the 1649cc mill is relatively undersquare for a motorcycle engine (though still technically oversquare), though this helps keep overall dimensions narrow. Still, that didn’t stop our test bike from churning out 123.4 horsepower and 107.7 ft.-lb. of torque on the dyno at Gene Thomason Racing. Yes, only 123.4 horsepower. Dyno chart junkies might scoff at that number (especially compared to the Kawasaki’s 131.8 peak horsepower), but from the saddle the abundant amount of torque makes it easy to forget any horsepower disadvantage. What we didn’t expect, and what may be even more surprising, is just how smooth and well balanced the K16 engine really is. Propped up on the center stand and with the engine running, full-throttle blips produced no visual movement from the bike whatsoever. None.<span></span><span></span><br />
That smoothness isn’t lost when the GT is in motion, either. In fact, the Beemer’s E-Gas ride-by-wire throttle is so deceptively smooth and vibration-free at low rpm that I stalled the bike the first time I tried to ride away on it. After adapting to the light clutch, two things become readily apparent. First is that the K16GT flat out hauls ass right from the moment you think about accelerating. Second is the induction noise from that six-cylinder under load is sheer music to the ears.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0209.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0209.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303849-1/Sport_Tourers_IMG_0209.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="During our (very) impromptu sixth-gear roll-on tests, this was often the view the Kawasaki had of the BMW. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">During our (very) impromptu sixth-gear roll-on tests, this was often the view the Kawasaki had of the BMW.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
“The inline-Six blats out a sound that is nothing less than rapturous,” Duke gushes. “The GT’s exhaust has less baffling than the GTL, making its note even more delicious. I was constantly running the GT at least one gear low so my ears could inhale what is perhaps the most appealing engine sound in motorcycledom. And the perfect primary and secondary balance of an I-6 motor allows a rider to keep the revs up without undue vibration.”<span></span><span></span><br />
But back to that first point. BMW claims the K16 (in both GT and GTL form) makes 70% of its available torque at just 1500 rpm. That’s quite a lot of power with the engine barely spinning. What that means in the real world is that no matter if you’re just leaving a stop or cruising on the highway in sixth gear at 80 mph, when the throttle is twisted, the Beemer moves. The virtual absence of vibration from this smooth-running engine is a genuine benefit to the rider. But the combination of this excellent vibration isolation and the slick ride-by-wire system had me wondering whether we were riding a motorcycle or playing a live video game, since at times I felt disconnected from the throttle. Duke, however, had no such impressions.<span></span><span></span><br />
Compared to the Kawasaki Concours 14, the K16 simply blows the doors off its Japanese counterpart from the word “go.” It’s astounding to say that the ZX-14 engine is weak by any means, but when stacked against this competition, the Kawasaki simply feels, well, slow. One area the BMW lagged behind the Connie is in the transmission department. Shifts on the K16 felt clunky (especially clutchless upshifts), and unfortunately didn’t get better with miles, as some motorcycles do. The Kawasaki, meanwhile, was the exact opposite, shifting with buttery-smooth accuracy with each flick of the toe.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9583.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9583.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304289-1/Sport_Tourers_IMG_9583.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The K1600GT tips into turns with the greatest of ease and is surprisingly sporty for its size. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The K1600GT tips into turns with the greatest of ease and is surprisingly sporty for its size.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Handling from the big Beemer belies its hefty appearance. Only at ultra-low speeds does steering feel awkward, with Duke noting that it feels a bit unnatural. Once above 5 mph, the GT changes direction with absolute fluidity and grace, though the K16 won’t be mistaken for an S1000RR in the weight department. That said, its linear steering and sporty chassis were a hit among both our testers, especially compared to the heavy-steering Kawasaki. Our only complaint about the K’s handling is a lack of feedback from its Duolever front suspension that has regularly delivered muted front-end feel.<span></span><span></span><br />
While some would argue Duolever technology is superior, ultimately, “with the limited feedback, a rider is forced to put faith in the good grip its tires have,” notes Duke. “However, that oddball front suspension also provides anti-dive geometry, which helps keep the GT nicely balanced even during hard braking.” The front Metzeler Z8 tire never gave us cause for concern, but because we’ve become accustomed to the feedback from a conventional telescopic fork, those same sensations are what we look for, especially while riding aggressively.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0271.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0271.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303919-1/Sport_Tourers_IMG_0271.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The 55-degree forward tilt of the six-cylinder engine is clearly visible in this shot. The nearly 28-degree rake angle is proudly on display as well. Despite this, the K16GT steers quickly for a sport-tourer of its size. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The 55-degree forward tilt of the six-cylinder engine is clearly visible in this shot. The nearly 28-degree rake angle is proudly on display as well. Despite this, the K16GT steers quickly for a sport-tourer of its size.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Our fully kitted test mule came equipped with BMW’s Electronic Suspension Adjustment (ESA II) feature, part of the Standard Package trim level ($23,045). At the push of a button and twist of the ingenious Multi-Controller wheel (which we’ll get to in a bit) on the left bar, the rider commands ESA to electronically adjust suspension damping via three available settings: Comfort, Normal and Sport. From there, preload settings are also electronically adjustable to suit a solo rider, a solo rider with full saddlebags, a two-up ride with no luggage, or two riders with the bags loaded.<span></span><span></span><br />
ESA II, which Duke calls “fantastically convenient and useful,” isn’t just a gimmick, either. When cruising along the highway, Comfort mode dampens the ride to a nice, plush setting that practically absorbs all but the nastiest of road imperfections. As one would expect, when the road starts to twist, the looser damping settings of Comfort mode are insufficient. Switching to Normal mode provides noticeably tighter damping, while full Sport mode substantially stiffened the ride, making it more suitable for the abundance of turns on our way to Laguna Seca. A huge difference in suspension action is accomplished with the simple prod of a button, a real boon for the hugely varied conditions confronting a sport-tourer.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0754.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0754.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303994-1/Sport_Tourers_IMG_0754.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Big 320mm discs and four piston calipers bring the BMW to sure and steady stops. Here you can clearly see the ABS ring that also acts as a wheel-speed sensor for the traction control." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Big 320mm discs and four piston calipers bring the BMW to sure and steady stops. Here you can clearly see the ABS ring that also acts as a wheel-speed sensor for the traction control.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Stopping the K16GT from the massive speeds it’s able to attain (140-plus mph) are dual 320mm discs with fixed, four-piston calipers. BMW’s integral ABS – standard on all trim levels – is the linked variety, with application of the front brake inducing activation of the twin-piston rear caliper on a single 320mm disc (though it should be noted that the rear brake does not activate the front). The Connie 14 is also equipped with linked brakes and ABS, and in a straight line both vehicles come to a halt in a hurry as each system offers firm pressure at the lever and good feel. ABS intervention from the BMW felt much less intrusive than the Kawi, to the point where you almost forget it’s working. It’s truly a step above where ABS technology was just a few years ago. Where the BMW and Kawasaki systems start to show their differences is when the road bends but the brakes are still needed.<span></span><span></span><br />
Simply put, BMW has nailed the ABS on the K16. By now it’s rather simple to engineer a linked-braking system that works well in a straight line, but the GT’s system also does a fine job of keeping the bike settled even while trailbraking. Contrarily, the Connie’s rear brake feels linked too much to the front, even in its least-linked two-position mode choice. When riding the GT, as long as inputs are delivered in a smooth manner (and even sometimes when they aren’t), it will stay settled and composed.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9607.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304323-1/Sport_Tourers_IMG_9607.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The K16GT looks and is big, but it magically sheds its perception of size and weight once in motion." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The K16GT looks and is big, but it magically sheds its perception of size and weight once in motion.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
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Our bike came in the Premium Package trim level ($24,540), which includes everything from the Base Package (ABS, Multi-Controller, cruise control, heated grips and seat) and Standard Package (ESA II, traction control, adaptive headlight, tire-pressure monitor) and adds an audio system with Bluetooth capabilities to transmit direct to a rider’s headset. The Premium Package also includes a central locking system and alarm. And they work in typical Teutonic fashion.<span></span><span></span><br />
Much like the seamless ABS, BMW’s traction control (DTC) hardly interrupts the riding experience. While it isn’t as complex or adjustable as that seen on the S1000RR, the K16’s system politely and gently tames the power to the rear wheel upon detection of wheel slippage. When full traction is available again, power comes on equally as gentle. Which is more than what could be said for the Connie. Both can be switched off if desired.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0749.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0749.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303984-1/Sport_Tourers_IMG_0749.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Among the many great features on the BMW, possibly our favorite is the adaptive headlight. Being able to see the road through a corner adds a whole new dimension to night riding. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Among the many great features on the BMW, possibly our favorite is the adaptive headlight. Being able to see the road through a corner adds a whole new dimension to night riding.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Pete and Tom were giddy about BMW’s adaptive headlight in <a href="http://www.motorcycle.com/shoot-outs/2012-bmw-k1600gtl-vs-2012-honda-gold-wing-shootout-video-91093.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">our recent battle between the K16GTL and Gold Wing</a>, and our experience with it in the GT only added to the praise of this clever new feature.<span></span><span></span><br />
“I was amazed at the active headlight during a night ride on a twisty road, as it magically peered into corners with a mind of its own,” Duke raves, even though he did discover the headlight’s weak spot: “Closely spaced corners reveal the system’s limitations, as the lamp’s mirror points to the corner exit instead of into the next turn.” A flaw some may think, but it’s tiny one in a system that genuinely enhances safety when <a href="http://www.chp.ca.gov/html/bicycleriding.html" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">riding at night</a>.<span></span><span></span><br />
Being familiar with BMW’s iDrive feature in its road cars will help you understand the Multi-Controller wheel on the K16s. Instead of pressing a myriad of buttons to reach a desired menu screen, the Multi-Controller lets you toggle through a host of different options by simply spinning the wheel with your left hand. Pushing or pulling the wheel inwards or outwards selects an option. The system does take some getting used to, but once you get the hang of it, it really is an innovative device. Our one minor complaint is that in order to adjust the stereo volume with the wheel it must be in the audio menu.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0802.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0802.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304054-1/Sport_Tourers_IMG_0802.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="With BMW’s ingenious Multi-Controller, functions that would otherwise be controlled via a plethora of buttons are now tamed with a simple turn and push or pull of the wheel. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">With BMW’s ingenious Multi-Controller, functions that would otherwise be controlled via a plethora of buttons are now tamed with a simple turn and push or pull of the wheel.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
There’s so much technology encompassing the K1600GT that it took nearly the entire ride to come to grips with its many features, whereas the Concours was relatively straightforward. Thankfully the C14 is a supremely comfortable machine. The rider triangle is more sport-oriented compared to the K16GTL, but when stacked against the Concours, both Duke and I commented on how similar the two felt in regards to seating position; the most notable difference being the wider handlebars on the BMW, which we preferred as it provided more leverage for turning all of its 751-plus pounds.<span></span><span></span><br />
Despite the BMW seat being slightly narrower than the Concours, it was the saddle of choice for Duke, whereas I gave the nod, albeit slightly, to the Kawasaki. Seat padding density on both machines gives good support, but Duke felt the Connie’s seat gave up sooner. Despite the K16GT’s inline-Six, a rider’s legs aren’t splayed any more than a typical four-banger. The 1649cc mill is rather narrow for its size, and its 55-degree forward tilt prevents the widest portion of the engine from interfering with the GT’s ergonomic package. BMW also claims better air intake as well from this design. That said, this large machine is still slightly intimidating at a standstill, if for no other reason than its sheer size and weight.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0168.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303803-1/Sport_Tourers_IMG_0168.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The BMW’s wide bars give it plenty of leverage to navigate the twisty bits, which the K16GT is quite adept at handling." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The BMW’s wide bars give it plenty of leverage to navigate the twisty bits, which the K16GT is quite adept at handling.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
A nice feature of the BMW is its adjustable seat height. At 5’8” and with average inseams, both Duke and I had no problems touching the ground with the K16 seat at its lowest setting of 32 inches, which is coincidentally the same as the Concours. Taller riders may appreciate the higher setting that raises seat height an entire inch. For you shorter sport-touring riders, a lower seat is an available option, dropping the saddle to a 30.0-inch height. The Kawasaki, meanwhile, doesn’t have the luxury of adjustable (or optional) seats.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9564.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9564.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304254-1/Sport_Tourers_IMG_9564.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Despite the angle of this photo, one still gets a good view of the wind protection provided by the windscreen." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Despite the angle of this photo, one still gets a good view of the wind protection provided by the windscreen.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The more we rode the K1600GT the more we were impressed by the fit, finish, and attention to detail that went into this motorcycle. For instance, its electric windscreen is efficient and was preferred by our testers. “The GT’s windscreen has a much greater range than the Connie’s, making it more adaptable to riders of varying heights.” Indeed, with the screen at its lowest setting I experienced some buffeting at higher speeds. Yet, after raising it just a smidge it felt like riding in a cocoon of still air. The memory function is a nice feature as well, as each time the GT starts the screen goes back to its previous position.<span></span><span></span><br />
Another detail we really like is the pop-out wind deflectors just below the headlight – again, another shared feature on the GTL that ol’ T-Rod and Peteski raved about in their uber-tourer duel. Our journey to Laguna Seca took us through varying terrain and weather conditions, and when the heat picked up, simply flipping the deflectors outward channeled a significant amount of air directly towards the rider. Sometimes the drawback to having a raised windscreen to prevent helmet buffeting is a lack of airflow to the rest of the body. With the deflectors, even with the screen at its highest setting, plenty of air made its way in and around our testers, which was especially useful with our ventilated jackets. Before the K1600GT, this wasn’t a feature we even remotely considered. Now it’s something we can’t live without.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_FONZ9264.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_FONZ9264.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303659-2/Sport_Tourers_FONZ9264.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="200" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Of course, a sport-touring motorcycle is nothing without storage capacity, and the K16GT doesn’t lack here either. While it does without the top case seen on the GTL version, the two saddlebags had plenty of storage room for our voyage to and from Laguna Seca, augmented by a tail pack bungeed to its useful luggage rack behind the pillion seat. The hard bags are also easily removable, making it easy to transport items once at our hotel. There are also smaller storage compartments on the lower front fairing, with the right unit on our test bike pre-wired to accept an iPod. And should the safety of the items on the GT be of concern, all the bags and compartments are lockable by simply pressing a button on the key fob. Very car-like...<span></span><span></span><br />
We’ll just say it right now: we’re in love with the K1600GT as it does everything a sport-touring motorcycle should do, and it does it incredibly well. The inline-Six has turned all four MO staffers into believers, and its aluminum chassis is more than capable of navigating tight bends with ease. Duke summed it up best in his notes, “The GT handles so well, and its engine is so fantastic, it made me think about taking it to a racetrack – it would be a blast to go howling past a poorly ridden sportbike on this grand-tourer.”<span></span><span></span><br />
But at almost $25,000 for our fully-kitted test bike, that’s almost $10,000 more than a top-spec Concours 14. For that price we expect the BMW to cook us breakfast in the morning. Even the base model K1600GT is significantly more expensive than the Connie and would likely fare just as well. To be honest, we didn’t travel very far on our journey before we realized this wasn’t a fair fight. The question now, then, is simple...<span></span><span></span><br />
Is the K1600GT $5,000-plus better than the Concours 14? You might be surprised what we think.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0092.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303733-1/Sport_Tourers_IMG_0092.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="BMW pulled out all the stops when designing the K1600GT (and K1600GTL), though its hefty price tag may put off a few prospective customers." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">BMW pulled out all the stops when designing the K1600GT (and K1600GTL), though its hefty price tag may put off a few prospective customers.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2011 Kawasaki Concours 14 ABS<br />
$14,599 ($15,599 as tested)</strong></span><span></span><span></span><br />
It’s hard to call any motorcycle with a 1352cc inline-Four slow, especially one that borrows its engine from the ZX-14, but in this comparison it’s simply outclassed by the BMW. Then again, with a two cylinder and 297cc disadvantage, the Kawasaki Concours 14 faced an uphill battle from the start. Both Kevin and I have spent some time on the Concours in the past, but our trip to Laguna aboard the revised-in-2010 edition would be our first time putting significant mileage on the new and improved Super-Sport Tourer from Kawi.<span></span><span></span><br />
In case you missed it, <a href="http://www.motorcycle.com/manufacturer/kawasaki/2010-kawasaki-concours-14-review-88880.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Pete rode the new edition at its launch last year</a> and came away reasonably impressed. New additions like heated grips, linked ABS (K-ACT) and traction control (KTRC) were notable steps forward when compared to the previous model.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9604.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304313-1/Sport_Tourers_IMG_9604.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Updated in 2010, Kawasaki’s Concours 14 ABS is a definite improvement over the previous version. But how does it stack up against Germany’s finest?" vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Updated in 2010, Kawasaki’s Concours 14 ABS is a definite improvement over the previous version. But how does it stack up against Germany’s finest?</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
Take the BMW out of the picture and the Connie’s power output is sure to put a grin on anyone’s face. Our unit pumped out 131.8 horsepower and 88.1 ft.-lbs. of torque, though you have to get the engine spinning pretty fast before it reaches those numbers. When comparing the overlay of the BMW and Kawasaki’s graphs, it’s clear that the latter struggles at low rpm, which is to be expected considering its size disadvantage, but is still strange considering its use of variable valve timing. “I was unimpressed with the Connie’s lower-rev power output, making top-gear highway roll-ons underwhelming, especially for a bike with almost 132 hp,” says Duke. Relatively speaking, the Kawi feels gutless at low rpm.<span></span><span></span><br />
To give a better visual of each bike’s performance, Kevin’s notes plainly spell out the power difference between the two machines: “Next to the K16, the C-14 is clearly beaten in a 70-mph roll-on contest. Then we did a fourth-gear roll-on in which the Kawi edged away from the GT. However, it wasn’t until later that I found out Troy didn’t get the fourth-gear directive and kept the Beemer’s tranny in sixth!”<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9554.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9554.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304239-1/Sport_Tourers_IMG_9554.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Unfortunately for the Concours, deft use of the clutch hand and shifter foot is needed to avoid a scenario like this, where the BMW is pulling away." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Unfortunately for the Concours, deft use of the clutch hand and shifter foot is needed to avoid a scenario like this, where the BMW is pulling away.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Despite the fact that the Connie likes to be higher in the rpm range before it really moves, the smooth-shifting transmission makes accommodating that request very simple. Click down a few gears and the C-14 rips forward and blasts down a road like a sportbike. From the saddle, triple-digit speeds seem uneventful. Besides seeing terra firma pass by quickly in your peripheral, the only indication of increased speed is the vibration that comes through from the bars. “Even with dual counterbalancers, a fair amount of vibration is transmitted to its rider through the bars and pegs,” notes Kevin. “It’s not bad, but it stands out next to the BMW’s ultra-smooth inline-Six.”<span></span><span></span><br />
More than 800 miles up and down and around the California coast proved rather comfy on both bikes, really. The Concours’ seat is slightly broader than the BMW’s, with decent padding in the cushion for the long haul. The electric windscreen, while decent, doesn’t go as high as the GT’s. Neither Kevin nor I had major complaints about the screen, but taller riders might fare differently. The Kawi’s bars are a touch further away than the BMW’s, but the big difference between the two bikes is how much closer together the bars are on the Connie compared to the span between the K16’s bar ends.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0159.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0159.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303799-2/Sport_Tourers_IMG_0159.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="A problem we’ve encountered with the Concours in the past is its heavy and awkward steering, requiring continual pressure on the inside bar to get through a turn. As we found out in our independent testing, replacing its flatter 190/50 rear tire with a 190/55 makes a dramatic improvement in its steering response." vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">A problem we’ve encountered with the Concours in the past is its heavy and awkward steering, requiring continual pressure on the inside bar to get through a turn. As we found out in our independent testing, replacing its flatter 190/50 rear tire with a 190/55 makes a dramatic improvement in its steering response.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The C-14’s narrowly spaced grips aren’t necessarily a significant drawback, but, we would have preferred the leverage from wider bars when dealing with the chief complaint of the Concours 14: it’s extremely heavy steering. It’s a problem Kawasaki has tried to address with the updates last year, but when steering the Concours 14, constant pressure on the inside bar is required to maintain a consistent arc through a corner. And in case you’re wondering about the condition of our tires, we received our test bike with brand new Bridgestone BT021s and the problem was noticed simply leaving Kawasaki’s parking lot.<span></span><span></span><br />
“It’s by far the worst aspect of the C-14,” notes a perplexed Duke. “It turns a twisty road into a high-effort chore, and wrestling it down Highway 58 gave my palm a blister.” Indeed, a long set of switchbacks isn’t something you look forward to on the Concours. It’s an interesting and puzzling issue as to why the Concours acts like this. While its 26.1-degree rake and 4.4 inches of trail aren’t sportbike-like numbers, it’s still relatively sporty, even more so than the BMW, with its 27.8-degree rake and an almost identical 4.3 inches of trail.<span></span><span></span><br />
Wider bars for the Kawi would have been nice to have, but even more desirable is a 190/55 rear tire (which the BMW has) instead of the 190/50 that comes standard.<span></span><span></span><br />
After our testing for this comparo, we were able to sample our Connie with a 190/55-17 Bridgestone BT016, and the difference in steering response is significant. Ridden back to back with a stock-tired C-14, the 55-series tire offers slightly quicker turn-in response, but more importantly is the vastly improved linearity of its roll rate. The bike with the 50-series tire requires continual inside bar pressure while in a corner, making the bike feel clumsy and high-effort. The 55 turns in smartly to whatever angle is required, then just remains leaned over at that angle without further minding. The riding experience is much smoother and more relaxed while riding more confidently and faster. We’d strongly advise Concours owners to get a 190/55 when new rubber is required.<span></span><span></span><br />
Heavy steering aside, we did notice the suspension to have the right level of firmness. No, it doesn’t have fancy electronic suspension like the BMW, but rear preload is adjustable via an easy-to-reach hand dial and front rebound damping is also adjustable without tools.<span></span><span></span><br />
Stopping power from both bikes is very impressive. Our test unit is the up-spec ABS model with full floating 310mm discs and four-piston calipers up front linked to a single 270mm disc in the back via Kawasaki’s K-ACT anti-lock braking system. This system allows the rider to choose between two levels of linked braking. We found that the more aggressive level stops the Concours from a straight line in a remarkably short amount of time, but we disliked the unnatural feel at both levers. Initial reaction is similar to a non-linked system, but once the computer takes over, both levers feel as though they’re nearly stuck in position.<span></span><span></span><br />
The feeling is strange while in a straight line, but it’s downright scary when trailbraking for a turn. Using only the front brake while turning feels normal, with no ill side effects. Trailing only the rear brake, however, activates a front caliper, causing the nose of the motorcycle to dive suddenly and abruptly <em>midcorner</em>. We only felt a marginal difference with the less-intrusive second setting, and it can’t be switched off. “If Kawi can give us two steps of linked, braking,” says Duke, “it should also be able to give us a way to shut it off.”<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr valign="top"><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0962.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304159-2/Sport_Tourers_IMG_0962.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Stopping in a straight line on the Connie is accomplished in remarkably quick time, but the linked braking is too aggressive for our tastes, even in the K-ACT’s less intrusive setting. " vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Stopping in a straight line on the Connie is accomplished in remarkably quick time, but the linked braking is too aggressive for our tastes, even in the K-ACT’s less intrusive setting.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0933.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304114-2/Sport_Tourers_IMG_0933.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The left side of the Concours 14 is where much of the magic happens. Here you can see buttons for K-ACT, KTRC and the electric windscreen, among others. At the bottom you’ll see the control dial for the heated grips." vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The left side of the Concours 14 is where much of the magic happens. Here you can see buttons for K-ACT, KTRC and the electric windscreen, among others. At the bottom you’ll see the control dial for the heated grips.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
There is, however, an off button for the KTRC traction control system. The system, which operates strictly based on wheel speed sensors, is rather basic when compared to that on the 2011 ZX-10R, but it’s adequate for a sport-touring application. We saw many two-wheelers without traction control try to exit the sandy motorcycle parking area at Laguna Seca, and upon release of the clutch just spun the rear wheel and kick up dirt. With KTRC, the system gently feeds just enough power so that both wheels are spinning at the same rate. Apart from feeling the retardation of power, the dash lights flash wildly and a notification pops up on the LCD screen to remind you the system is working.<span></span><span></span><br />
While the system works well, we would prefer a softer reapplication of power once traction is regained. As it is, the KTRC cuts power abruptly upon slippage, and delivers it back in a burst, unlike the BMW system which is much more linear and seamless in its application. In the end, “we’re glad it is able to be switched off for when a wheelie is called for!” exclaims Duke’s inner stunter.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_9610.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304333-1/Sport_Tourers_IMG_9610.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The riding position on the Concours is comfortable, although the bars are slightly too close together for our tastes." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The riding position on the Concours is comfortable, although the bars are slightly too close together for our tastes.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
The Connie’s dual, white-on-black analog gauges for the speedo and tach look boring but reliably deliver info. They’re augmented by a central LCD panel that can display ambient temps, tire pressures, fuel economy and charging system info. Conspicuous by its absence is cruise-control switchgear, as that convenient feature isn’t available from Kawi.<span></span><span></span><br />
Like the BMW, the Concours features plenty of storage space. The two hard saddlebags are solidly mounted and are able to fit a full-face helmet. A small luggage rack also graces the rear of the Connie, perfect for strapping down larger items or accessory luggage. A compartment just under the left handlebar is great for keeping small items. Interestingly, on the opposite side of the front fairing lies a 12-volt outlet that works well for powering GPS devices mounted to the screen, but it would have been nice to have the outlet on the left side of the fairing to charge devices like cell phones which could then be placed in the adjacent cubby hole.<span></span><span></span><br />
We saw a close race between the two machines when measuring fuel economy, with the BMW narrowly coming out ahead. We averaged 34.4 mpg on the Beemer compared to 33.3 mpg on the Kawi, and the GT also boasts a 0.5-gallon-larger fuel capacity than than its 5.8-gallon Japanese rival.<br />
<br />
</span><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Conclusion</strong></span><span></span><span></span><br />
While it sounds like we’ve been bashing the Concours 14, it really is a fine sport-touring motorcycle, at least until you encounter its unusual heavy-steering handling issue. The Kawasaki is powerful, comfortable, and now with the addition of traction control, a rather high-tech motorcycle. When you consider other machines in its price range, its significance is then better understood. And it’s hard to ignore the cost savings between the Bavarian marque and the Kawasaki.<span></span><span></span><br />
At the end of the day it would be easy to name the BMW the winner and call it a day — there’s no hiding the fact that it outguns the Kawasaki in many respects, and it’s our favorite sporty tourer by a long shot. But to say that is to overlook the point we’ve repeated in this test: even the base K1600GT is more than $5000 more expensive than a fully kitted Concours 14 ABS, yet the latter is a sufficiently adept sport-tourer.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0258.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303903-1/Sport_Tourers_IMG_0258.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="At $15,599 for our test bike, the Concours 14 is among the best sport-touring machines in its price range." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">At $15,599 for our test bike, the Concours 14 is among the best sport-touring machines in its price range.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
While at Laguna, we had a number of race fans come up to us wanting to get a closer look at the K1600GT, which was parked next to the Concours. Among those were two riders proudly wearing their Iron Butt Association pins and associated paraphernalia. As we talked to them and answered their questions, they seemed interested... until they heard the price tag. Then their eyes wandered toward the Concours.<span></span><span></span><br />
And that basically sums it up. If money is no object, then the BMW is the hands-down winner and should be in your garage. Its six-cylinder engine, competent handling package and array of desirable amenities make it the preferred sport-touring package.<span></span><span></span><br />
Then again, if you’re considering the K16 in the first place, the Concours might not even be on your radar, and vice versa for Connie shoppers due to the price discrepancy.<span></span><span></span><br />
“The Concours 14 delivers 90% of the BMW’s qualities at a 25% discount, which makes it a worthy choice for a supersport-tourer,” Kevin notes. “But its less-impressive engine and clumsy handling relegate it to runner-up status in this comparo, all things but price considered.”<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/shoot-outs/2012-bmw-k1600-gt-vs-2011-kawasaki-concours-14/Sport_Tourers_IMG_0238.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 BMW K1600GT vs. 2011 Kawasaki Concours 14 ABS" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303883-1/Sport_Tourers_IMG_0238.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="When it’s all said and done, the BMW K1600GT is, hands down, the cream of the crop in the sport-touring segment today." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">When it’s all said and done, the BMW K1600GT is, hands down, the cream of the crop in the sport-touring segment today.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
That said, BMW has delivered a winner in its first attempt with the K1600GT. Now it’s up to Japan to respond.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" border="0" cellpadding="3" cellspacing="2" style="clear: both;"><tbody valign="top">
<tr><td bgcolor="#cc3032" colspan="5"><strong><span style="color: white;">By the Numbers</span></strong></td></tr>
<tr><td bgcolor="#000000" width="15%"><span style="color: white;"></span></td><td bgcolor="#000000" width="21%"><span style="color: white;"><strong>BMW K1600GT</strong></span></td><td bgcolor="#000000" width="21%"><span style="color: white;"><strong>Kawasaki Concours 14 ABS</strong></span></td></tr>
<tr><td bgcolor="#ebebeb"><strong>Engine Type</strong></td><td bgcolor="#ebebeb">Inline-Six</td><td bgcolor="#ebebeb">Inline-Four</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Displacement</strong></td><td bgcolor="#ebebeb">1649cc</td><td bgcolor="#ebebeb">1352cc</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Bore & Stroke</strong></td><td bgcolor="#ebebeb">72 x 67.5mm</td><td bgcolor="#ebebeb">84 x 61mm</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Compression</strong></td><td bgcolor="#ebebeb">12.2:1</td><td bgcolor="#ebebeb">10.7:1</td></tr>
<tr><td bgcolor="#ebebeb"><strong>HP (BHP or Rear Wheel)</strong></td><td bgcolor="#ebebeb">123.4 (rear wheel)</td><td bgcolor="#ebebeb">131.8 (rear wheel)</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Torque</strong></td><td bgcolor="#ebebeb">107.7 (rear wheel)</td><td bgcolor="#ebebeb">88.1 (rear wheel)</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Frame</strong></td><td bgcolor="#ebebeb">Bridge-type cast aluminum</td><td bgcolor="#ebebeb">Cast aluminum</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Wheelbase</strong></td><td bgcolor="#ebebeb">66.1 in</td><td bgcolor="#ebebeb">59.8 in</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Rake/Trail</strong></td><td bgcolor="#ebebeb">27.8 degrees/4.26 inches</td><td bgcolor="#ebebeb">26.1 degrees/4.4 inches</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Front Suspension</strong></td><td bgcolor="#ebebeb">Duolever</td><td bgcolor="#ebebeb">43mm inverted, telescopic fork with adjustable rebound damping and spring preload / 4.4 in.</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Rear Suspension</strong></td><td bgcolor="#ebebeb">Paralever</td><td bgcolor="#ebebeb">Tetra-Lever with stepless rebound damping adjustment and remote spring preload adjuster / 5.4 in.</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Front/Rear Wheels</strong></td><td bgcolor="#ebebeb">Cast aluminum (3.5 x 17 in. front; 6.0 x 17 in. rear)</td><td bgcolor="#ebebeb">Cast aluminum (17 in. front and rear)</td></tr>
<tr></tr>
<tr><td bgcolor="#ebebeb"><strong>Front/Rear Tires</strong></td><td bgcolor="#ebebeb">120/70 x 17, 190/55 x 17</td><td bgcolor="#ebebeb">120/70 x 17, 190/50 x 17</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Front Brakes</strong></td><td bgcolor="#ebebeb">Dual 4-piston w/320mm rotors, partial integral, ABS</td><td bgcolor="#ebebeb">Dual floating 310mm petal discs with four-piston calipers, ABS</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Rear Brakes</strong></td><td bgcolor="#ebebeb">Single caliper dual-piston w/single 320mm rotor, partial integral, ABS</td><td bgcolor="#ebebeb">Single 270mm petal disc, ABS</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Seat Height</strong></td><td bgcolor="#ebebeb">31.8/32.6 in. standard adjustable, 30.7/31.4 in. optional low adjustable</td><td bgcolor="#ebebeb">32.1 in.</td></tr>
<tr><td bgcolor="#ebebeb"><strong>Curb Weight</strong></td><td bgcolor="#ebebeb">751 lbs</td><td bgcolor="#ebebeb">688 lbs</td></tr>
</tbody></table><span></span><span></span><br />
<strong><br />
</strong><br />
Source : motorcycle.com</span></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-47396538387165595062011-08-20T00:24:00.001-07:002011-08-20T00:24:54.151-07:00Harley-Davidson Models Updates<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>Motorcycle manufacturers continue to play it safe in the face of a still-strained economy, and perhaps there’s no surer sign of this than the limited number of wholly new motorbikes the major brands are rolling out for the 2012 model year.</strong></span><br />
<a href="http://www.motorcycle.com/manufacturer/victory.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Victory</a> recently announced a couple <a href="http://www.motorcycle.com/manufacturer/victory/2012-victory-cross-country-tour-preview-91090.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">new-ish models</a> (Cross Country Tour and Cross Roads Classic LE), but in essence these new bikes are more or less iterations of existing bikes. The <a href="http://www.motorcycle.com/manufacturer/victory/2012-victory-highball-review-91083.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">High-Ball</a>, announced in January 2011, was issued as an early-release 2012 model and is perhaps the most-new model from Victory.<span></span><span></span><br />
<a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Harley-Davidson</a> is also keeping risk to a minimum thus far for 2012 as it, too, has a limited amount of new product on the shelf. We recently reviewed the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2012-harley-davidson-dyna-switchback-review-91102.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2012 Dyna Switchback</a> – a two-for-one bike, if you will, it’s the only machine that constitutes a new model from H-D.<span></span><span></span><br />
But the Milwaukee-based bike maker also updated its V-Rod line.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/TR3_5142.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="430" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304595-2/TR3_5142.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The V-Rod Night Rod Special received significant updates to rider ergos. However, this is one of only a handful of notable updates to the H-D line for the 2012 model year." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The V-Rod Night Rod Special received significant updates to rider ergos. However, this is one of only a handful of notable updates to the H-D line for the 2012 model year.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/12_VRSCDX_ANN_AF.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/12_VRSCDX_ANN_AF.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="173" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304565-1/12_VRSCDX_ANN_AF.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Have 10 years passed already since the V-Rod was introduced? Wow. This 2012 10th Anniversary V-Rod commemorates the introduction of the V-Rod in 2002. " vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Have 10 years passed already since the V-Rod was introduced? Wow. This 2012 10th Anniversary V-Rod commemorates the introduction of the V-Rod in 2002.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The 10th Anniversary V-Rod is a silvery version that pays homage to the original ‘Rod released 10 years ago, while the V-Rod Night Rod Special also went under the pen for its own improvements. Both motorcycles received a heavy dose of revision to rider ergos and some seriously lighter new wheels, among other enhancements. Look for an upcoming review covering both refreshed ‘Rods.<span></span><span></span><br />
When it comes to bold new stuff from Harley, though, that’s the meat of it. However, H-D did grace several areas of its entire product lineup with some notable updates. Here’s a quick rundown of what’s new across the 2012 Harley-Davidson line.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Twin Cam 103 now standard on Touring, Softails and most Dynas</strong></span><span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304580-1/BJN20722.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Along with the new Dyna Switchback joining Harley’s family of 32 motorcycles the other big news for 2012 from H-D is that the Twin Cam 103 now powers most Big Twin bikes." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Along with the new Dyna Switchback joining Harley’s family of 32 motorcycles the other big news for 2012 from H-D is that the Twin Cam 103 now powers most Big Twin bikes.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Several years ago the TC 103 was standard only on Harley’s in-house custom line known as CVO (Custom Vehicle Operations). While the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2012-harley-davidson-cvo-models-review-91086.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">CVO line</a> now utilizes the Screamin’ Eagle 110 V-Twin, the 103 was otherwise only an available upgrade option on select models as late as last year. For 2012 the Twin Cam 103 is the standard mill in all Touring models, Softails and Dyna motorcycles, with the Dyna Street Bob and Dyna Super Glide Custom retaining the Twin Cam 96 in order to remain price-point models.<span></span><span></span><br />
Harley claims the 103 makes as much as 6% more peak power than the Twin Cam 96’s claimed 94 hp at 3500 rpm.<span></span><span></span><br />
The touring models also benefit from an oil cooler in order to offset the wind flow-limiting effects of the tourers’ additional bodywork (fairing lowers). Finally, the PowerPak – Twin Cam 103 upgrade option from 2011 – is eliminated for 2012, as a large portion of the lineup now has the TC103 as standard.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>$1195 Security Package (Security System and ABS) – now also available on Dyna models</strong></span><span></span><span></span><br />
Harley’s ABS is no longer a standalone option, as it’s now coupled with Harley’s proximity-fob keyless ignition to create the Security Package option. The package remains as an option for V-Rods, Softails and various Touring models, with the following three models receiving the package as standard equipment: Road King Classic, Electra Glide Ultra Limited and Road Glide Ultra. Package pricing of $1195 remains the same as last year.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Touring models updates</strong></span><span></span><span></span><br />
In addition to the Twin Cam 103 for all touring models, other updates include a new front fairing wind deflector for the Road Glide Ultra, and new optional tubeless Chrome Profile laced (spoke) wheels.<span></span><span></span><br />
This new tubeless <a href="http://www.motosport.com/motorcycle/category/Tire-and-Wheels/" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">aluminum rim</a> utilizes a new rim seal and molded valve stem to allow use of tubeless tires. Along with the benefit of easier tire installation, this new tubeless wheel set also provides a 30% reduction in spin inertia according to Harley’s Bjorn Christensen. The obvious benefit of a lighter wheel is less rotational mass, which in turn means lighter effort steering/handling, as well as improved suspension control – all good things for you. This new wire wheel is available for all touring models except the Electra Glide Ultra Limited.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Softail models updates</strong></span><span></span><span></span><br />
The Softies get a smaller, less visually apparent exhaust and heated O2 sensors, and the tubeless Chrome Profile spoke wheel mentioned above for the touring line is also an option for the Softails.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/High-Res-JPG---12_FLSTC_AF.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="365" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/305072-3/High-Res-JPG---12_FLSTC_AF.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Harley's new, optional laced wheel, as seen here on the 2012 Softail Heritage Classic, allows use of tubeless tires. The new wheel is available as an option for the 2012 Touring family (except the Ultra Limited) and 2012 Softails." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Harley's new, optional laced wheel, as seen here on the 2012 Softail Heritage Classic, allows use of tubeless tires. The new wheel is available as an option for the 2012 Touring family (except the Ultra Limited) and 2012 Softails.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a> </td></tr>
</tbody></table><span></span><span></span><br />
Switchgear controls (High/Low Beam, Start button, Trip/Horn, etc.) receive a new “ergonomic” shape. Rather than having a smooth, rounded surface, the switches now have a slight concave shape at the top for improved tactile feel that better allows a rider to differentiate between the top and bottom of the switches. Additionally, a Flash-to-Pass button has been integrated to the left switchgear housing. Think of the pass toggle on most Euro bikes – same idea.<span></span><span></span><br />
The Softail Fat Boy and Fat Boy Lo have a revised handlebar with less rise and milder bend in the grip area compared to model year 2011. The new shape reduces reach to the bar by 1.25 inches. Lastly, the Fat Boy Lo saddle is now also on the Fat Boy.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Sportster models updates</strong></span><span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/12_XL1200X_R.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="245" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304574-1/12_XL1200X_R.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="All Sporties will roll on Michelin tires in 2012. The Forty-Eight also gets slightly revised fuel tank graphics." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">All Sporties will roll on Michelin tires in 2012. The Forty-Eight also gets slightly revised fuel tank graphics.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
The flattrack racer replica XR1200X rolls on Michelin’s Scorcher 11 tires, while all XL models have the Scorcher 31 tire set. Sportster side covers are now either gloss black or denim black depending on the main color scheme.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Dyna models updates</strong></span><span></span><span></span><br />
The biggest news for the Dyna line other than the TC103 and addition of the Switchback is an updated and improved ABS.<span></span><span></span><br />
While ABS on Dyna models is functionally equivalent to ABS on the other model lines that receive ABS, Harley tailored the system to the Dynas by way of reduced dimensions for a single electro-hydraulic control unit. And expanded diagnostics capability for the system means Harley could use one control module for both the front and rear brakes rather than separate units for each brake set.<span></span><span></span><br />
<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-models-updates/BJN20798.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Updates" border="0" class="imgCaption" height="279" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/304584-2/BJN20798.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Here’s the Switchback stripped of its quick-release windscreen and hard saddlebags. With this bike as the only all-new model for 2012 from Harley it seems even the mighty Motor Company is remaining conservative as a dark cloud continues to linger over world economies." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Here’s the Switchback stripped of its quick-release windscreen and hard saddlebags. With this bike as the only all-new model for 2012 from Harley it seems even the mighty Motor Company is remaining conservative as a dark cloud continues to linger over world economies.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
Dyna bikes also enjoy an updated and more compact ECU and new electrical system. The electrical system is a CAN (Controller Area Network) system (BMW has used this type of system for a while), which uses less wiring and allows a high rate of data transfer – useful for complex systems like ABS that communicate lots and lots of info in the blink of an eye to the bike’s brain.<span></span><span></span><br />
The new ergo-friendly switchgear seen on the Softails is also on Dyna models, as well as a new LCD tripmeter that now also includes a combo GPI/RPM indicator as one of its functions.<span></span><span></span><br />
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Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-65654722110568764902011-08-20T00:23:00.001-07:002011-08-20T00:23:24.104-07:00Harley-Davidson Dyna Switchback Review<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong><a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Harley-Davidson</a>’s new Switchback offers built-in touring features that give it the flexibility to go from Dyna-based boulevard profiler to weekend warrior in a matter of minutes.</strong></span><br />
The Switchback joins the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2012-harley-davidson-cvo-models-review-91086.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">CVO Softail Convertible</a> as the latest motorcycle from Harley that can morph from a laidback, cool guy cruiser to a modest touring machine in a heartbeat by virtue of quick-release saddlebags and windscreen. The CVO Convertible, now in its third year, sets itself apart as a member of the CVO family by adding in a quick-release passenger backrest, an MP3 player-capable sound system and numerous upscale treatments that only CVO motorcycles enjoy.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20771.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303541-2/2012-harley-davidson-switchback-review-BJN20771.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Powering the new Switchback is the Twin Cam 103, an engine that cranked out 66 hp and 81 ft-lb of torque when we tested it in our <a href="http://www.motorcycle.com/shoot-outs/2011-bagger-cruiser-shootout-90133.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2011 Bagger Shootout</a>. The TC103 is now standard in all FL (Touring) models, Softails and Dynas, save for the Street Bob and Super Glide Custom. Keeping the Twin Cam 96 in the Street Bob and SG Custom was more a matter of maintaining a price point for these models rather than randomly denying them the upgrade to the 103, according to Harley-Davidson.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303532-2/2012-harley-davidson-switchback-review-BJN20722.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>In order to make good on the claim that the Switchback is “all about the handling,” Harley’s team of engineers weren’t going to simply tweak the front-end of an existing model in the Dyna platform to fit the SB – a new front-end was crafted specifically for this cruiser/tourer.<span></span><span></span><br />
While both 41mm fork tubes employ triple-rate springs, the SB’s fork also uses a cartridge assembly rather than the less sophisticated damping-rod technology found on many cruiser motorcycles. According to Harley’s staff, utilizing cartridge-type damping in only the left fork leg proved an efficient method to achieve the advanced levels of damping engineers were after while helping to reduce the bike’s overall weight.<span></span><span></span><br />
A great front-end ’tisn’t much without a balanced rear.<span></span><span></span><br />
Eschewing the more traditional dual coil-over spring shocks found routinely on many cruisers, the Switchback instead benefits from a pair of 5-way preload adjustable nitrogen-charged, “cigar tube” (monotube) emulsion shocks. This rear suspension, says Harley’s Bjorn Christensen, better matches the ride comfort and handling performance of the front-end than does suspension action from traditional coil-overs.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20717.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20717.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303527-2/2012-harley-davidson-switchback-review-BJN20717.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Front suspension travel of 3.8 inches, and 2.1 inches for the rear, doesn’t sound like a significant difference from many of Harley’s cruisers, but don’t let these numbers fool you into thinking the Switchback provides less than average ride comfort.<span></span><span></span><br />
The SB’s plush saddle sits 27.1 inches off the tarmac and offers CVO-seat levels of comfort. However, it’s the suspension package that deserves most of the kudos for providing remarkable-for-a-cruiser bump damping. The SB’s suspenders gobbled up most road imperfections without effort; it was only the most cavernous expansion joints or chuckholes that succeeded in overcoming the Switchback’s firm but compliant fork and shocks.<span></span><span></span><br />
New five-spoke cast-aluminum wheels (18-inch front, 17-inch rear) were designed for weight savings – again to aid in the goal of giving the Switchback quick, low-effort handling – as well as style. Concern for handling performance even extends to the headlight.<span></span><span></span><br />
The headlamp assembly is a sizeable unit that sits on the highest portion of the fork, raising the bike’s CoG, and therefore impacts the amount of energy required to swing the bar left or right to initiate a turn. In light of this, Harley opted for the weight savings offered by die-cast aluminum (compared to the usual zinc die-cast used for the headlight housing) when it came time to choose materials to fabricate the nacelle.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20787.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303551-2/2012-harley-davidson-switchback-review-BJN20787.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>After a day’s worth of riding freeways, 25-mph surface streets and meandering canyon two-laners, my time aboard the Switchback in these environments allowed me to give the SB the guilty verdict: guilty of handling and riding as advertised.<span></span><span></span><br />
Harley has achieved in the SB the low-effort steering it set out to give this new motorcycle from day one. The ’Back’s handling/steering is also accurate as well as easy. The chassis remains composed throughout a corner’s arc – even while dragging the floorboards past the Switchback’s 29-degree lean angle (left and right sides).<span></span><span></span><br />
Reeling in the Switchback’s 718-lb curb weight is the work of a single 300mm rotor/4-piston front caliper combo, and a 292mm rotor with single 2-piston caliper for the rear. The brake set performs sufficiently, offering decent stopping force. Our test unit was fitted with Harley’s simple but effective ABS system – an option for all 2012 Dynas, as well as many other non-Sportster Harleys.<span></span><span></span><br />
The SB’s quick-release windshield deflected windblast from my 5-foot 8-inch frame, keeping my helmet visor bug-free and my torso relaxed since buffeting was virtually nonexistent. I also found the rider triangle ideal, with no amount of discomfort in my reach to the mini-ape handlebar, my hands falling naturally to the grips. Seat-to-floorboard relation was also close to ideal – my only wish is for a heel-toe-shifter instead of the solo toe shifter gracing the SB.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN78605.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303571-2/2012-harley-davidson-switchback-review-BJN78605.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…" vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>According to the Switchback’s lead engineer, Brian Scherbarth, the single-sided exhaust and dual hard-shell saddlebags were designed specifically to this motorcycle, with styling as a key focus.<span></span><span></span><br />
I usually find the symmetry of dual exhausts more visually appealing, but also realize the added physical weight of such a design. The long, right-side-mounted single pipe the SB exhales through is a styling coup; the absence of a pipe on the left side goes largely unnoticed. Exhaust sound, too, was zeroed-in on by Harley.<span></span><span></span><br />
Anymore I expect most 45-degree V-Twins to sound nearly identical regardless of displacement thanks to EPA edicts. Somehow, though, the Switchback’s tone stood out to me as ideally throaty and bossy while the Twin was under load. And yet the single can was satisfactorily muted while idling at a stop next to Officer Scowler.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20767.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303536-2/2012-harley-davidson-switchback-review-BJN20767.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>In order to keep the Switchback’s silhouette trim and alluring, its hardbags had to depart from the design used for Harley’s other hard saddlebag systems. Ultimately, the SB’s bags had to lose volume to meet styling criteria.<span></span><span></span><br />
According to Scherbarth, the Switchback’s luggage has 25% less volume than FL model bags, holding 15 lbs per bag compared to the bags on, say, the Street Glide or Road King that can handle up to 25 lbs of your stuff. Where the hardbags on the FL models require removal of two Dzus fittings and a bit of finagling to remount, the Switchback’s bags only need an outward pull and twist of a single dial located on the bags’ interior edge, followed by an affirmative rearward push on the bag for complete removal. A practiced hand can remove a bag in just a few seconds, with installation taking slightly longer.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN98744.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN98744.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="450" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303586-2/2012-harley-davidson-switchback-review-BJN98744.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>The SB’s bags’ outward facing lid latch is familiar looking; a ringer for the latch on FL models. However, due to space constraints, the Switchback’s lid hook (on the inner/bike-side edge) required a complete redesign from the dual latching hooks of the FL’s bags.<span></span><span></span><br />
Had the FLs’ latch system been utilized on the new SB, the SB’s bags would’ve been forced too far away from the rear fender/saddle area, creating an unsightly gap. An unfortunate drawback of this fresh lid latch design for the Switchback is that the engagement point for the lid’s clasping mechanism (the latch on the bike side, not the visible chrome closing latch on the outside of the lid) is too shallow to hold the lid shut securely 100% of the time.<span></span><span></span><br />
On the particular Switchback I rode, the right-side box lid either popped open entirely while riding (at least once) or failed to mesh perfectly with the box, resting askew of the box, either at the front or rear corner. Taking time to deliberately and slowly close the lid, listening and looking as best as possible for some indication of positive and secure engagement, I then purposely pulled up with force on the lid only to have it pop open every other time.<span></span><span></span><br />
At day’s end Scherbarth revealed to me a trick necessary to ensure the lid was latched: once the lid is resting atop the saddlebag a slight outward push of the lid from its inner edge (fender side, at the lid’s inner hook area) will then properly align the lid to the rest of the box, at which time you can push shut the outer latch/lock.<span></span><span></span><br />
Scherbarth admitted that any number of future owners/riders will likely encounter this same nuance of a less-than-perfect fit, and acknowledged the design could improve. Scherbarth was working on a redesign at the time. Regrettably, he was visualizing and verbalizing this latch makeover real-time while running me through the above lid-closing trick, rather than months ago when in the design lab.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-TR3_5361.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303596-2/2012-harley-davidson-switchback-review-TR3_5361.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>In fairness, I’ve encountered hardbag latching/closing issues, or some other simple but annoying defect on other brands of motorcycles, so the Mighty Bike Maker from Milwaukee isn’t alone here. However, it’s at times like this that I wonder who runs the final testing processes on products in the moto biz?<span></span><span></span><br />
My best guess as to what drives a company to look beyond a known issue like this is an accepted risk that hopefully most of the time the product will work as designed. As for those that don’t, well, it looks like a case-by-case basis for resolution.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Two Harleys for the price of one</strong></span><span></span><span></span><br />
At $15,999 the 2012 Harley-Davidson Switchback offers a lot of motorcycle for the money. It is at heart a Saturday night boulevard prowler, but its light, accurate handling and generally unflappable chassis belie the laidback appearance it sports when the bags ‘n’ blade are stowed in the garage.<span></span><span></span><br />
When the weekend or a few extra days off from self-imposed illness roll around, the SB provides lockable, removable storage for a couple days’ worth of whatcha got, paired to solid wind protection that’ll keep you from arriving at your destination beat up by windblast and weather.<span></span><span></span><br />
The noted sometimes-poor operation of one bag lid was a disappointment for a wholly new model from Harley-Davidson, but otherwise H-D has hit its mark with the Switchback.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-TR3_6656.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303520-2/2012-harley-davidson-switchback-review-TR3_6656.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-88732392011233785632011-08-09T02:44:00.001-07:002011-08-09T02:44:13.975-07:00Victory Cross Country Tour Preview<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>Victory announced today the expansion of its line of touring cruisers with its latest motorcycle, the Cross Country Tour.</strong></span><br />
Also, a new iteration of the Cross Roads, the Cross Roads Classic LE, will increase the selection of Victory’s baggers and touring-oriented motorcycles to a total of seven models for 2012.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>The Cross Country Tour: More Ready Than Ever to Live Up to Its Cross Country Name</strong></span><span></span><span></span><br />
Building on growth and profitability in <a href="http://www.motorcycle.com/news/victory-reports-q3-2010-results-90060.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2010</a> – as well as a strong second quarter <a href="http://blog.motorcycle.com/2011/07/19/motorcycle-news/polaris-reports-q2-2011-results-victory-sales-revenue-up-99/" style="color: #ce0000; cursor: pointer; text-decoration: none;">this year</a>– that Victory says is due in part to the success of its Cross models, the company has graced the Cross Country with additional storage and wind protection making the Tour more ready than ever to live up to its namesake.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/CrossCountryTour_Red_12_Pr_R6.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The new Cross Country Tour from Victory adds a trunk box, tall windshield and hard lowers as standard equipment on the Cross Country platform." border="0" class="imgCaption" height="279" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/298798-2/CrossCountryTour_Red_12_Pr_R6.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The new Cross Country Tour from Victory adds a trunk box, tall windshield and hard lowers as standard equipment on the Cross Country platform." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The new Cross Country Tour from Victory adds a trunk box, tall windshield and hard lowers as standard equipment on the Cross Country platform.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>The 17.7-gallon Lock & Ride trunk box is now standard equipment (an optional accessory for the Cross in 2011), as well as a new 20.5-inch windscreen, which Victory says is 8.75 inches taller than the screen on the standard Cross Country. Also new are hard-shell lowers, each with 1.0-gallon storage capacity.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/CrossCountryTour_White_12_Bty3Q_R4.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/CrossCountryTour_White_12_Bty3Q_R4.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="The Cross Country Tour's tall windscreen and adjustable wind deflectors are smart upgrades on a bike intended for the long haul." border="0" class="imgCaption" height="253" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/298849-2/CrossCountryTour_White_12_Bty3Q_R4.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Cross Country Tour's tall windscreen and adjustable wind deflectors are smart upgrades on a bike intended for the long haul." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Cross Country Tour's tall windscreen and adjustable wind deflectors are smart upgrades on a bike intended for the long haul.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>The lowers include a cord that connects an iPod with the bike’s integrated audio system, as well as an integrated 12V power outlet for electrical devices such as GPS or chargers. The lowers are mounted on chromed tubular highway bars rather than the angular, forged units on the standard Cross Country.<span></span><span></span><br />
The CC Tour also has provision for air-flow management via adjustable controllers/air dams on the bottom edge of the CC’s fork-mounted fairing, as well as deflectors in the new hard lowers. Optional heated seats and grips are worthwhile upgrades, but perhaps no option is more welcomed than ABS.<span></span><span></span><br />
Anti-lock brakes are now available for all 2012 Victory touring motorcycles. Last year, only the Vision Tour and Arlen Ness Vision were equipped with ABS.<span></span><span></span><br />
In our <a href="http://www.motorcycle.com/shoot-outs/2011-bagger-cruiser-shootout-90133.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2011 Bagger Cruiser Shootout</a> we gave the Cross Country high praise and top overall honors based on the performance of its Freedom 106/6 V-Twin, voluminous storage capacity, most comfortable ergos and excellent handling from its stiff but lightweight cast-aluminum frame.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/CrossCountryTour_Black_12_Bty3QR_R5.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="The Ride & Lock trunk box adds almost 18 liters of carrying capacity; however, its exposed mounting rack needs better styling integration." border="0" class="imgCaption" height="338" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/298968-2/CrossCountryTour_Black_12_Bty3QR_R5.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Ride & Lock trunk box adds almost 18 liters of carrying capacity; however, its exposed mounting rack needs better styling integration." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Ride & Lock trunk box adds almost 18 liters of carrying capacity; however, its exposed mounting rack needs better styling integration.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>While we liked the storage capacity and convenience of the tool-less installation/removal of the optional Ride & Lock trunk fitted to our Cross Country test unit in the Bagger Shootout, we noticed the addition of the trunk’s weight made the CC feel tippier at low speeds, so we expect the Tour model will exhibit a similar sensation. Another, somewhat minor, drawback with the trunk is its lack of integrated styling – the trunk’s framework is clearly visible and a tad industrial looking – which doesn’t seem to have changed on the Cross Country Tour.<span></span><span></span><br />
The Cross Country Tour rings in with an MSRP of $21,999 for Solid Black and $22,499 for Solid Imperial Blue or Sunset Red over Silver.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/CrossCountryTour_Black_12_Pr_R5.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="ABS is now available across Victory’s entire touring/bagger model line." border="0" class="imgCaption" height="281" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/298973-2/CrossCountryTour_Black_12_Pr_R5.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="ABS is now available across Victory’s entire touring/bagger model line." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">ABS is now available across Victory’s entire touring/bagger model line.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Victory Cross Roads Classic LE</strong></span><span></span><span></span><br />
The Cross Roads is the minimalist bagger of the two Cross models, wearing a simpler windscreen in place of the Country’s fork-mounted fairing. However, the Cross Roads isn’t left in the new Cross Country Tour’s shadow in 2012, as Victory has added the new Cross Roads Classic LE to its stable of motorcycles.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/2012-victory-cross-roads-le-01.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Priced at $17,999, the Victory Cross Roads Classic LE has the Harley-Davidson Road King Classic square in its sights." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/299264-2/2012-victory-cross-roads-le-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Priced at $17,999, the Victory Cross Roads Classic LE has the Harley-Davidson Road King Classic square in its sights." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Priced at $17,999, the Victory Cross Roads Classic LE has the Harley-Davidson Road King Classic square in its sights.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Victory says each LE is numbered, truly making it a limited edition, but no word yet on how many Cross Roads Classic LE bikes the company will produce. This new Victory has an MSRP of $17,999. Judging by the below list of items on the LE, it seems Victory is targeting the Road King Classic from Harley-Davidson.<span></span><span></span><br />
Here’s what Victory says will come on the LE (ABS is also available):<span></span><span></span><br />
<ul style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: initial; background-origin: initial; color: black; list-style-image: initial; list-style-position: initial; list-style-type: disc; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0px; padding-left: 20px; padding-right: 0px; padding-top: 0px;"><li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Classic paint and graphics featuring expanses of black and white with black and red pinstriping</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Classic leather seat and saddlebags with custom stitching</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Wire wheels</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Windshield</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Light bar</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Fender bumpers</span></li>
<li style="background-attachment: initial; background-clip: initial; background-color: transparent; background-image: none; background-origin: initial; background-position: initial initial; background-repeat: initial initial; padding-bottom: 0px; padding-left: 0px; padding-right: 0px; padding-top: 0px;"><span style="color: black;">Saddlebag rails for styling and tip-over protection</span></li>
</ul><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>2012 Victory Lineup</strong></span><span></span><span></span><br />
With the addition to the Cross Country Tour and Cross Roads Classic LE the following models make up Victory’s 2012 lineup.<span></span><span></span><br />
<strong>Touring:</strong><br />
Vision, Cross Roads, Cross Roads Classic LE, Cross Country, Cross Country Tour, Arlen Ness Victory Vision, Cory Ness Cross Country<span></span><span></span><br />
<strong>Cruisers:</strong><br />
Hammer S, Hammer 8-Ball, High-Ball, Vegas 8-Ball, Vegas, Jackpot, Kingpin, Zach Ness Vegas.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-cross-country-tour-preview/Vision_ANess_12_Pr_R6.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Arlen Ness and family continue in 2012 to add their unique styling influences to three of Victory’s bikes. Here is the Arlen Ness Victory Vision in Nuclear Sunset with custom Ness flamed graphics. Ness’ son, Cory, put his touch on the Cory Ness Cross Country, while Cory’s son, Zach, styled the Zach Ness Vegas 8-Ball. " border="0" class="imgCaption" height="258" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/298773-2/Vision_ANess_12_Pr_R6.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Arlen Ness and family continue in 2012 to add their unique styling influences to three of Victory’s bikes. Here is the Arlen Ness Victory Vision in Nuclear Sunset with custom Ness flamed graphics. Ness’ son, Cory, put his touch on the Cory Ness Cross Country, while Cory’s son, Zach, styled the Zach Ness Vegas 8-Ball. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Arlen Ness and family continue in 2012 to add their unique styling influences to three of Victory’s bikes. Here is the Arlen Ness Victory Vision in Nuclear Sunset with custom Ness flamed graphics. Ness’ son, Cory, put his touch on the Cory Ness Cross Country, while Cory’s son, Zach, styled the Zach Ness Vegas 8-Ball.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-55569923650626696822011-08-09T02:41:00.000-07:002011-08-09T02:41:05.998-07:00Harley-Davidson Dyna Switchback Review<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong><a href="http://www.motorcycle.com/manufacturer/harley-davidson.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Harley-Davidson</a>’s new Switchback offers built-in touring features that give it the flexibility to go from Dyna-based boulevard profiler to weekend warrior in a matter of minutes.</strong></span><br />
The Switchback joins the <a href="http://www.motorcycle.com/manufacturer/harley-davidson/2012-harley-davidson-cvo-models-review-91086.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">CVO Softail Convertible</a> as the latest motorcycle from Harley that can morph from a laidback, cool guy cruiser to a modest touring machine in a heartbeat by virtue of quick-release saddlebags and windscreen. The CVO Convertible, now in its third year, sets itself apart as a member of the CVO family by adding in a quick-release passenger backrest, an MP3 player-capable sound system and numerous upscale treatments that only CVO motorcycles enjoy.<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20771.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303541-2/2012-harley-davidson-switchback-review-BJN20771.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Don’t let the Switchback’s appearance fool you into thinking this is just another blasé bagger from Harley. The Switchback serves double duty as lightweight touring cruiser and boulevard roller – only a matter of minutes separate the Switchback’s dual personalities.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Powering the new Switchback is the Twin Cam 103, an engine that cranked out 66 hp and 81 ft-lb of torque when we tested it in our <a href="http://www.motorcycle.com/shoot-outs/2011-bagger-cruiser-shootout-90133.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">2011 Bagger Shootout</a>. The TC103 is now standard in all FL (Touring) models, Softails and Dynas, save for the Street Bob and Super Glide Custom. Keeping the Twin Cam 96 in the Street Bob and SG Custom was more a matter of maintaining a price point for these models rather than randomly denying them the upgrade to the 103, according to Harley-Davidson.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20722.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303532-2/2012-harley-davidson-switchback-review-BJN20722.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Twin Cam 103, formerly the realm of the Custom Vehicle Operations department, is now standard issue for most Harley models. The new Switchback is one of the lucky bikes powered by the 103.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>In order to make good on the claim that the Switchback is “all about the handling,” Harley’s team of engineers weren’t going to simply tweak the front-end of an existing model in the Dyna platform to fit the SB – a new front-end was crafted specifically for this cruiser/tourer.<span></span><span></span><br />
While both 41mm fork tubes employ triple-rate springs, the SB’s fork also uses a cartridge assembly rather than the less sophisticated damping-rod technology found on many cruiser motorcycles. According to Harley’s staff, utilizing cartridge-type damping in only the left fork leg proved an efficient method to achieve the advanced levels of damping engineers were after while helping to reduce the bike’s overall weight.<span></span><span></span><br />
A great front-end ’tisn’t much without a balanced rear.<span></span><span></span><br />
Eschewing the more traditional dual coil-over spring shocks found routinely on many cruisers, the Switchback instead benefits from a pair of 5-way preload adjustable nitrogen-charged, “cigar tube” (monotube) emulsion shocks. This rear suspension, says Harley’s Bjorn Christensen, better matches the ride comfort and handling performance of the front-end than does suspension action from traditional coil-overs.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20717.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20717.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303527-2/2012-harley-davidson-switchback-review-BJN20717.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Fuel tank badging on the new Switchback harks back to styling on decades-old Harleys.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>Front suspension travel of 3.8 inches, and 2.1 inches for the rear, doesn’t sound like a significant difference from many of Harley’s cruisers, but don’t let these numbers fool you into thinking the Switchback provides less than average ride comfort.<span></span><span></span><br />
The SB’s plush saddle sits 27.1 inches off the tarmac and offers CVO-seat levels of comfort. However, it’s the suspension package that deserves most of the kudos for providing remarkable-for-a-cruiser bump damping. The SB’s suspenders gobbled up most road imperfections without effort; it was only the most cavernous expansion joints or chuckholes that succeeded in overcoming the Switchback’s firm but compliant fork and shocks.<span></span><span></span><br />
New five-spoke cast-aluminum wheels (18-inch front, 17-inch rear) were designed for weight savings – again to aid in the goal of giving the Switchback quick, low-effort handling – as well as style. Concern for handling performance even extends to the headlight.<span></span><span></span><br />
The headlamp assembly is a sizeable unit that sits on the highest portion of the fork, raising the bike’s CoG, and therefore impacts the amount of energy required to swing the bar left or right to initiate a turn. In light of this, Harley opted for the weight savings offered by die-cast aluminum (compared to the usual steel used for the headlight housing) when it came time to choose materials to fabricate the nacelle.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20787.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303551-2/2012-harley-davidson-switchback-review-BJN20787.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Harley-Davidson looked at numerous ways to facilitate low-effort steering in the Switchback. Even the headlight housing was considered: die-cast aluminum was used instead of heavier steel.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>After a day’s worth of riding freeways, 25-mph surface streets and meandering canyon two-laners, my time aboard the Switchback in these environments allowed me to give the SB the guilty verdict: guilty of handling and riding as advertised.<span></span><span></span><br />
Harley has achieved in the SB the low-effort steering it set out to give this new motorcycle from day one. The ’Back’s handling/steering is also accurate as well as easy. The chassis remains composed throughout a corner’s arc – even while dragging the floorboards past the Switchback’s 29-degree lean angle (left and right sides).<span></span><span></span><br />
Reeling in the Switchback’s 718-lb curb weight is the work of a single 300mm rotor/4-piston front caliper combo, and a 292mm rotor with single 2-piston caliper for the rear. The brake set performs sufficiently, offering decent stopping force. Our test unit was fitted with Harley’s simple but effective ABS system – an option for all 2012 Dynas, as well as many other non-Sportster Harleys.<span></span><span></span><br />
The SB’s quick-release windshield deflected windblast from my 5-foot 8-inch frame, keeping my helmet visor bug-free and my torso relaxed since buffeting was virtually nonexistent. I also found the rider triangle ideal, with no amount of discomfort in my reach to the mini-ape handlebar, my hands falling naturally to the grips. Seat-to-floorboard relation was also close to ideal – my only wish is for a heel-toe-shifter instead of the solo toe shifter gracing the SB.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN78605.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303571-2/2012-harley-davidson-switchback-review-BJN78605.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…" vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The Switchback’s chassis is notably composed. And so is photog Brian J. Nelson’s exposure…</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>According to the Switchback’s lead engineer, Brian Scherbarth, the single-sided exhaust and dual hard-shell saddlebags were designed specifically to this motorcycle, with styling as a key focus.<span></span><span></span><br />
I usually find the symmetry of dual exhausts more visually appealing, but also realize the added physical weight of such a design. The long, right-side-mounted single pipe the SB exhales through is a styling coup; the absence of a pipe on the left side goes largely unnoticed. Exhaust sound, too, was zeroed-in on by Harley.<span></span><span></span><br />
Anymore I expect most 45-degree V-Twins to sound nearly identical regardless of displacement thanks to EPA edicts. Somehow, though, the Switchback’s tone stood out to me as ideally throaty and bossy while the Twin was under load. And yet the single can was satisfactorily muted while idling at a stop next to Officer Scowler.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN20767.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303536-2/2012-harley-davidson-switchback-review-BJN20767.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Chrome finishes are lustrous, including the up-spec mono-tube shocks. Paint finish on the Switchback’s hardbags is top-notch. Regrettably the bags’ inner latch leaves something to be desired.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>In order to keep the Switchback’s silhouette trim and alluring, its hardbags had to depart from the design used for Harley’s other hard saddlebag systems. Ultimately, the SB’s bags had to lose volume to meet styling criteria.<span></span><span></span><br />
According to Scherbarth, the Switchback’s luggage has 25% less volume than FL model bags, holding 15 lbs per bag compared to the bags on, say, the Street Glide or Road King that can handle up to 25 lbs of your stuff. Where the hardbags on the FL models require removal of two Dzus fittings and a bit of finagling to remount, the Switchback’s bags only need an outward pull and twist of a single dial located on the bags’ interior edge, followed by an affirmative rearward push on the bag for complete removal. A practiced hand can remove a bag in just a few seconds, with installation taking slightly longer.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN98744.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-BJN98744.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="450" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303586-2/2012-harley-davidson-switchback-review-BJN98744.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The SB’s single-sided exhaust produces an ideal Twin sound and loses nothing, in terms of styling, to a dual exhaust.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div>The SB’s bags’ outward facing lid latch is familiar looking; a ringer for the latch on FL models. However, due to space constraints, the Switchback’s lid hook (on the inner/bike-side edge) required a complete redesign from the dual latching hooks of the FL’s bags.<span></span><span></span><br />
Had the FLs’ latch system been utilized on the new SB, the SB’s bags would’ve been forced too far away from the rear fender/saddle area, creating an unsightly gap. An unfortunate drawback of this fresh lid latch design for the Switchback is that the engagement point for the lid’s clasping mechanism (the latch on the bike side, not the visible chrome closing latch on the outside of the lid) is too shallow to hold the lid shut securely 100% of the time.<span></span><span></span><br />
On the particular Switchback I rode, the right-side box lid either popped open entirely while riding (at least once) or failed to mesh perfectly with the box, resting askew of the box, either at the front or rear corner. Taking time to deliberately and slowly close the lid, listening and looking as best as possible for some indication of positive and secure engagement, I then purposely pulled up with force on the lid only to have it pop open every other time.<span></span><span></span><br />
At day’s end Scherbarth revealed to me a trick necessary to ensure the lid was latched: once the lid is resting atop the saddlebag a slight outward push of the lid from its inner edge (fender side, at the lid’s inner hook area) will then properly align the lid to the rest of the box, at which time you can push shut the outer latch/lock.<span></span><span></span><br />
Scherbarth admitted that any number of future owners/riders will likely encounter this same nuance of a less-than-perfect fit, and acknowledged the design could improve. Scherbarth was working on a redesign at the time. Regrettably, he was visualizing and verbalizing this latch makeover real-time while running me through the above lid-closing trick, rather than months ago when in the design lab.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-TR3_5361.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303596-2/2012-harley-davidson-switchback-review-TR3_5361.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The SB’s chassis, particularly the all-new front-end, was designed to enhance and encourage spirited riding. Performance-matching rear suspension was specifically chosen to complement the new front-end. Even while dragging floorboards for an extended time through the arc of a turn, the SB's chassis remains stable. Photo by Tom Riles.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>In fairness, I’ve encountered hardbag latching/closing issues, or some other simple but annoying defect on other brands of motorcycles, so the Mighty Bike Maker from Milwaukee isn’t alone here. However, it’s at times like this that I wonder who runs the final testing processes on products in the moto biz?<span></span><span></span><br />
My best guess as to what drives a company to look beyond a known issue like this is an accepted risk that hopefully most of the time the product will work as designed. As for those that don’t, well, it looks like a case-by-case basis for resolution.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Two Harleys for the price of one</strong></span><span></span><span></span><br />
At $15,999 the 2012 Harley-Davidson Switchback offers a lot of motorcycle for the money. It is at heart a Saturday night boulevard prowler, but its light, accurate handling and generally unflappable chassis belie the laidback appearance it sports when the bags ‘n’ blade are stowed in the garage.<span></span><span></span><br />
When the weekend or a few extra days off from self-imposed illness roll around, the SB provides lockable, removable storage for a couple days’ worth of whatcha got, paired to solid wind protection that’ll keep you from arriving at your destination beat up by windblast and weather.<span></span><span></span><br />
The noted sometimes-poor operation of one bag lid was a disappointment for a wholly new model from Harley-Davidson, but otherwise H-D has hit its mark with the Switchback.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-harley-davidson-dyna-switchback-review/2012-harley-davidson-switchback-review-TR3_6656.JPG.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2012 Harley-Davidson Dyna Switchback" border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/303520-2/2012-harley-davidson-switchback-review-TR3_6656.JPG?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Based on the flexibility of offering two-bikes-in-one, Harley has hit one out of the park again with its latest cruiser-cum-tourer, the Switchback. Its saddlebag latches are our only concern.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table>Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-7787237080327169862011-08-09T02:39:00.000-07:002011-08-09T02:39:31.658-07:00Testing BMW's S1000RR at the Arctic Circle<div dir="ltr" style="text-align: left;" trbidi="on"><span class="Apple-style-span" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>It’s nearly 3AM and I’m tired but I still can’t sleep. Finally after seven hours on the train constantly moving north we approach Trondheim, which is Norway’s third largest city. Elizabeth from Bikeport.no picked me up at the station and we headed to the local <a href="http://www.motorcycle.com/manufacturer/bmw.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">BMW</a>dealer to pick up my test bike, a 2011 BMW S1000RR. The bike will travel on a trailer for the seven-hour journey further north in preparation for the upcoming four days of riding on the Arctic Circle Raceway.</strong></span><br />
For me this event is one big adventure as I’ve never been to the north of Norway apart from in my army days. Since this is just around midsummer, it’s daylight 24/7 up north whilst the south of the country gets 3-4 hours of darkness, hence we have daylight all the way and arrive around 10PM.<span></span><span></span><br />
<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_51.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300554-2/Arctic-Circle-Racing_51.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="450" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
Arctic Circle Raceway is situated on an old iron ore mining area, and large parts of the circuit are situated on pure landfill mass from the mining. It was fascinating walking around the circuit where in certain areas you can see how a small valley has been filled with rock. Because of this man-made cliff from the top of the landfill to the bottom of the valley, the circuit goes anti-clockwise whilst it was built as a clockwise circuit. At the end of the very short straight you risked being slung over the barriers and down into this deep valley, whilst now on the other side of the pit straight you’d only hit the side of a mountain…<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_55.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_55.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="156" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300575-1/Arctic-Circle-Racing_55.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The circuit was finished in 1995 and it is Norway’s fastest, widest and most modern circuit. I’d call it the world’s wildest and most remote circuit. Whilst we were there elk cows were roosting in the sun trackside with their calves, and the entire circuit is surrounded by forest and snow-topped mountains. Crucially there are no people living near to the circuit, so there’s rarely any need to reduce noise levels. Most importantly is the fact that this circuit is a very exciting place to race motorbikes and the tarmac is very sticky and solid to withstand the frost during the long and cold winters. The circuit is 3,753 metres long and the official lap record is 1:30.993.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_60.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_60.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="201" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300600-1/Arctic-Circle-Racing_60.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
Before action at the track began, I had time to ride about 50 kilometres north of the circuit to reach the actual Arctic Circle. Whilst in this area of Norway you have two very large animals you need to look out for on the roads, the elk and the reindeer. The animal I saw most of were the lemmings, as 2011 was a lemming year. They’re not going to hurt you but they’re rather slippery when squashed under the tyres. I rode north over the Salt mountain and stopped just about 2 kilometres from the Arctic Circle to get some holiday snaps of the snow covered mountains. At the Arctic Circle stands a centre with a restaurant and souvenir shop. There are also several World War II monuments here.<span></span><span></span><br />
The Arctic Circle is the southernmost point where you get midnight sun in midsummer. At the circle point there’s midnight sun for about one month, whilst if you were at the North Pole you’d get six months of 24/7 sunlight.<span></span><span></span><br />
I fired up the BMW and rode back to the racetrack. I have ridden on circuits all over the world for more than 10 years, but I’ve never considered getting my road racing license, so now was as good a time as any. The classroom theory is more about the rules and regulations than anything else. The difficult part is to go fast on a circuit, and only riding on a circuit can help you achieve that. Our tutor was Geir Steinbakk, and he did a good job as we all passed the test on the following day.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_62.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_62.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="201" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300610-1/Arctic-Circle-Racing_62.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
After finishing the first theory class I went back to the paddock to transform my bog standard BMW S1000RR into a racing bike legal for club racing. We expected rain the following day so I left the standard Metzeler Racetec K3 tyres on the bike. Pirelli had promised to send me three sets of tyres to test over the four days but they hadn’t arrived yet, so the standard Metzelers would have to make do the first two days.<span></span><span></span><br />
It had rained during the night and the circuit was still damp in the morning. We in the road racing license group had more theory in the morning before heading out on the circuit. We followed the instructors to get the lines through the fast corners into our heads. If you’re an aspiring road racer but without any track experience, a course like this is ideal for you because the pace gradually increases until everybody is capable of riding fast on their own.<span></span><span></span><br />
We ended the day by practicing starts and getting used to the flag rules attached to doing race starts. This is no small task because, for a beginner, the starts are the most dangerous part of racing. The only fatality ever at Arctic Circle Raceway happened just at a start so it’s serious business. Even seasoned racing riders are still nervous at a start, so this is probably the most difficult thing to learn as a racing recruit.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_40.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300499-1/Arctic-Circle-Racing_40.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="450" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
On the wet and damp circuit I decided to use the rain traction control setting for a while. The Metzeler Racetecs are like slicks on the sides, so that limited my lean, and the second issue was the front which I didn’t always trust in these conditions. No traction control can stop a lowside and that was always the main worry on the damp circuit. It eventually dried out and I got some decent laps in before the first day of riding was over. In the evening we were treated to a suspension course by Ole Gunnar Hagen who takes care of the suspension for top Norwegian racing teams. For a small fee Hagen would also help individual riders set up their suspension to an optimal level for this circuit.<span></span><span></span><br />
The standard settings for the BMW S1000RR suited me fine all four days, and not once even after fitting slicks did I feel tempted to adjust the suspension even though the bike would have benefitted with a slightly harder set up on the racing slicks.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_43.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_43.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300515-2/Arctic-Circle-Racing_43.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="200" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
I was pretty much knackered every evening, but we never went to bed without having a few beers and perhaps a little Jagermeister or wine as well. It’s actually quite difficult to go to bed because it never gets dark.<span></span><span></span><br />
After breakfast on Friday morning we continued training on the circuit and it was pretty dry most of the day apart from one or two sessions in the afternoon. At certain stages I rode all sessions with very little down time, and I could really feel it on my body in the evening. Then my tyres finally arrived but so did the rain again so I gave up on testing any of the new Pirelli tyres until the Saturday. All this held my lap times back a bit and I didn’t feel I had done any proper testing until the sunny Saturday finally arrived.<span></span><span></span><br />
I got a new set of tires mounted for the Saturday when I’d both do a qualifying session and my first race. I promise you that a race weekend like this where you have to do everything yourself wears you down quickly. I can only thank BMW for having built such a reliable motorcycle because absolutely nothing went wrong with the S1000RR.<span></span><span></span><br />
Saturday was my busiest day of the whole race camp. Pirelli had sent me a set of Diablo Corsa road tyres, Diablo Superbike Pro slicks and Diablo Superbike SC2 slicks. The Diablo Corsa tyres are okay for trackdays but they are not the best tyres for the BMW unless you like to spin your way around the circuit. The Diablo Superbike Pro slicks are new from Pirelli and they are slicks which promise to last at least two full track days of hard riding without the need for tyre warmers.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_46.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_46.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300530-2/Arctic-Circle-Racing_46.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="200" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
I hence set out on the Superbike Pro slicks in sizes 120/70-17 front and 190/50-17 rear without using tyre warmers. I basically treated them as if they were road tyres which meant I did two full laps warming them up before going full throttle everywhere. I quickly found out that these tyres are in a completely different league to the road tyres such as the Metzeler Racetec K3s and Pirelli Diablos. The Superbike Pro tyres are a hard type slicks that Pirelli have treated with some dark magic that makes them warm up quickly without tearing from cold AND they last a whole weekend. I used them for everything on the Saturday which included training laps, instructing, qualifying for the race and for the race itself.<span></span><span></span><br />
I ended up qualifying 11th with a poor lap time of 1:43 but somehow I knew that I’d be faster in the race and I didn’t want to wear myself out completely. I reckoned I’d be a poor starter anyway and that I’d have to do the job in the race and not during qualifying and was happy with this. I had noticed during my sessions there were some incredibly quick riders that were only three seconds off the 1:30 lap record on their race bikes, so I knew I didn’t stand a chance for the podium. I just wanted to pass somebody and make BMW proud being the best European marque at the event. I’d have settled for not finishing last, and, if that hadn’t worked, at least not to get lapped.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_47.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_47.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300535-2/Arctic-Circle-Racing_47.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="200" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
A man wearing a woman’s bra walks in front of us on the grid with a sign saying 1 minute. This takes the edge off a bit. The revs are up and I can see the red light, I’m nervous because I know that the riders that are slower than me are better starters on their own bikes. And then the red lights go out and off we go. I wheelie in first and second gear, one racer has passed me into the first corner but I feel faster. I follow him and quickly get frustrated because I can’t get past and he’s too slow so the group in front edges ahead.<span></span><span></span><br />
Two whole laps of the 10-lap race gone and I’m still behind. I must get past, as I’m losing too much time. Finally I take him on the brakes and throw the bike into the left hander and then power the S1000RR hard out and the Superbike Pro rear digs in helping me with traction. Now I ride like a madman and soon pass another racer.<span></span><span></span><br />
After a while I have a clear circuit in front of me and I’m doing 1:40s, which so far is my personal best. I pass somebody else and have lost track of how many laps I’ve done and riders I have passed. Finally I get close to a <a href="http://www.motorcycle.com/manufacturer/suzuki.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Suzuki</a> GSX-R1000 and within a lap I’m on striking distance. I have a big rear wheel slide and I think that’s it I’ve lost a second and will need another lap to get him. I still get right up to his rear end on the last left hander before the finish by braking criminally late and I can see the chequered flag. Oh no, I think, please just one more lap and I’ll have him. Suddenly the Suzuki rider makes a mistake by using a gear too high or something and I’m doing traction control wheelies passing him just before the finish line!<span></span><span></span><br />
I finish 7th in the race with a personal best lap time of 1:40. I’m well pleased with this but if I had been better at the start I’d be higher up I convince myself. The winner of the race did a 1:33 lap which is good enough to be in contention on national level. I’m ecstatic when I enter the pits and all I want to do is to race more.<span></span><span></span><br />
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<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_37.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300484-2/Arctic-Circle-Racing_37.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="450" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
The BMW S1000RR with race ABS and traction control doesn’t kill off slicks as quickly as 193 horsepower says it should. The electronics helps you as a rider and also saves you a bit of money on tyres and perhaps avoiding crashes, too. Earlier this year I tested tyres with Metzeler at Cartagena in Spain and I got a chance to test the BMW against the <a href="http://www.motorcycle.com/manufacturer/kawasaki.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Kawasaki</a> ZX-10R on the same rubber. This is also the reason I chose the RR as my test bike for this racing weekend because I felt it was so much better in many areas that I wanted to explore the bike to its fullest. The BMW has a very strong midrange and a very powerful top end from 10K rpm to the limiter whilst the ZX-10R still only boasts about a super strong top end and not so exciting midrange. That BMW midrange edges out the big Kawasaki particularly on corner exits and by the time the Ninja catches up it’s time to brake hard for the next corner and use the midrange again.<span></span><span></span><br />
The two bikes both have very powerful brakes and perhaps the Kawasaki ZX-10R has better suspension. Kawasaki also has a better and easier way of changing traction control settings, but I don’t think its traction control system is as good as the BMW system. My winner is the BMW S1000RR with its more user-friendly power. <span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_59.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_59.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="201" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300595-1/Arctic-Circle-Racing_59.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The Saturday has been the best day so far at Arctic Circle Raceway – it’s truly is a midsummer night’s dream and I know this night will be a long one despite the fact that I’m testing the Pirelli Superbike SC2s on Sunday.<span></span><span></span><br />
After the best shower of my life I join the rest of the gang that are watching live music on the Bikeport stage in the tent. Sausages and roast pork is on the menu and it goes down well. We’re then drinking beer in the paddock by the bikes chatting about the day’s events until one person falls over a rack of tyres and nearly takes out a few bikes. I call it a night, sleep four hours and its Sunday, our last day at the circuit.<span></span><span></span><br />
In the morning I’m half dead with exhaustion while replacing the super Pirelli Superbike Pros with my final set of tyres, the Pirelli Superbike SC2s in a 120/70-17 front and a massive 200/60-17 rear. I struggle a bit getting the 200-section rear past the chain guard, but once squeezed in it’s a perfect fit. By now I’m working like a zombie and riding without enthusiasm. There’s a strong need for speed and finally towards the end of the day one of the Bjorns and I decide we shall do some fast laps and some more video.<span></span><span></span><br />
<a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_63.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a><br />
<div class="imgRight" style="float: right; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_63.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="201" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300615-1/Arctic-Circle-Racing_63.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="300" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span></span><span></span><br />
The Superbike SC2s just stick to the tarmac like nothing else I’ve ever tried, they are truly mind blowing. Whilst I liked the Superbike Pros this is yet another big step up. There’s more feedback from the suspension and also a little bit more movement, after all something’s got to give with this sort of grip on tap! I don’t have any energy to fiddle with the suspension though; I just want to race and ride fast. I do 1:40s as it’s the easiest thing in the world and boom suddenly I’ve got the 1:39 that I’ve been longing for. After these four days of hard riding that lap time arriving felt like a long lost girlfriend returning after being kidnapped in the Columbian jungle. All my goals achieved, the bike tested, tyres tested, racing License done, first race done and the lap time I wanted. I feel a little friendlier again.<span></span><span></span><br />
We have now finished the last session on this fantastic circuit in the north of Norway, and I’m completely spent both physically and mentally. Since I started using the transponder to record lap times on the Saturday I had done 106 laps.<span></span><span></span><br />
<span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Conclusion</strong></span><span></span><span></span><br />
If you want to ride fast, a race camp like this in the middle of the wilderness under the midnight sun is priceless. It’s an experience and an adventure I wouldn’t have wanted to miss for the world. Racing is addictive and I’m now thinking of ways to race more. I get spoiled so much during the rest of the year with world class circuits, dedicated mechanics and all the best bikes in the world at my disposal so I probably deserved to experience the club racer’s life for these days. All my respect goes to those out there that repeat what I did one week after the other. Its hard work and so much money spent but oh so rewarding.<span></span><span></span><br />
<span></span><span></span><br />
<table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/testing-bmw-s1000rr-at-the-arctic-circle/Arctic-Circle-Racing_53.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="Arctic Circle Racing" border="0" class="imgCaption" height="299" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/300564-1/Arctic-Circle-Racing_53.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="450" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><span></span><span></span><br />
<strong>Information</strong>Nearest airport: Mo I Rana approx 25km away from the circuit<br />
Next year the Race Camp is scheduled: 28.06-01.07<br />
<a href="http://en.wikipedia.org/wiki/Arctic_Circle_Raceway" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">http://en.wikipedia.org/wiki/Arctic_Circle_Raceway</a><br />
<a href="http://www.acr.no/" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">http://www.acr.no/</a><br />
<a href="http://www.bikeport.no/" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">http://www.bikeport.no/</a><br />
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Source : motorcycle.com<br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-87179816685831627912011-07-18T02:53:00.001-07:002011-07-18T02:53:54.149-07:00Victory High-Ball Review<span class="Apple-style-span" style="line-height: 17px;"><strong><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Seizing a trend, if not leading it from the start, Victory Motorcycles now has more than one blacked-out motorcycle in its line-up. With the 8-Ball editions of its Vegas, Kingpin, Hammer and Vision, 2012 welcomes a white-walled wonder called the High-Ball.</span></strong></span><br />
<div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Touting the same matte-black paint scheme and night-crawler good looks as the other ’Balls, this model reaches for a different audience with its signature high-rise handlebars and whitewall tires.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Stuffed inside the steel perimeter frame is the familiar air/oil-cooled Freedom 106-cubic-inch V-Twin, which in a recent test cranked out numbers that embarrass a Harley TC96. Measured at the rear wheel, Victory’s mill cranked out 77.5 peak horsepower at 5250 rpm compared to Harley’s low-60s hp peak. Torque, too, is substantial, twisting out 88.9 ft-lb at 4250 rpm. All attitude and lots of go-go juice.<span></span><span></span></span></div><table align="center" style="clear: both; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_5390.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="2012 Victory High Ball Review" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297161-2/2012_High-Ball_+IMG_5390.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" vspace="0" width="450" /><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></div></a></td></tr>
</tbody></table><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">We got our ride on this pub-crawler at the mother of all motorcycle rallies, Daytona Beach Bike Week, amidst the parading masses and turning heads. Being more in tune with the boulevard than the canyons, the High-Ball fits right in on Main street, and Florida isn't known for it's twisty roads anyhow. And the public took notice of the distinctive 'Ball.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_6957.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></span></div><div class="imgLeft" style="float: left; line-height: 17px; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_6957.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="Zack Ness was on tour with us in Daytona, ripping up the boulevards and byways." border="0" class="imgCaption" height="450" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297085-2/2012_High-Ball_+IMG_6957.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Zack Ness was on tour with us in Daytona, ripping up the boulevards and byways." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Zack Ness was on tour with us in Daytona, ripping up the boulevards and byways.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="line-height: 17px;">While photographing the bike, one drooling onlooker in particular knew the bike wasn't yet in the dealerships and had to ask how I came to be riding one that night. A conquest sale if there ever was one, this guy had been waiting to sell his Yamaha R1 to more comfortably enjoy his local Floridian roads. Cell phone photos were taken, spittle wiped from the saddle and tank, and he was a twitter-telling his posse of the sighting. He wasn't the only one checking out the High-Ball that night. The smarter guys were in line the next morning at the speedway for a demo ride on the surly cruiser.</span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span></span><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Suspended by a 43mm conventional fork (37-degrees rake / 6.7-inches of trail) with 5.1-inches of travel and a spring-preload-adjustable shock at the rear with just 3.0-inches of travel, the big brand-wide V-Twin and 6-speed overdrive transmission wick up the whitewalls via a belt final drive.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">As a specialized bike in the maker's line-up, the High-Ball takes a special rider. One full of grit, one willing to take on the world fists high in the sky. From the head stem back, the H-B is very much a Victory Vegas sans a pillion pad, luggage and bodywork... easier to clean. That is until you get to the wire-spoke wheels and whitewalls.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">The word "high" in the model name doesn't refer to your mental state after riding the burly bike, it's obviously about those high handlebars. Solidifying your respect for authority, or lack there of, the high-bar position is restricted in some U.S. states, so the Victory design team built in a loop-hole.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Offering a two-position handlebar (straight up or slightly laid back), dealerships will have the bike prepared to suit your state’s restrictions, or freedoms. Laws vary by grip position: some states allow for no higher than eye level, others allow only for so many inches over the saddle height. Other’s still have no position regulation at all.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_3029.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></span></div><div class="imgRight" style="float: right; line-height: 17px; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_3029.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="Detail shot of the markings on the handlebar to indicate the intended two positions." border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297137-2/2012_High-Ball_+IMG_3029.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Detail shot of the markings on the handlebar to indicate the intended two positions." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Detail shot of the markings on the handlebar to indicate the intended two positions.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="line-height: 17px;">In the upright and “in the wind position”, the reach is comfortable from the 25-inch high saddle (second lowest in Victory’s line-up) putting the average rider bolt upright and with a slight forward lean. The alternate bar position is more relaxed and closer to the rider like found on other Victory cruiser models. Setting to the factory suggested markers, grip positions drop from full up by a whopping 8.9-inches and come back 5.4-inches. If not for the law of the land, a comfortable riding position can be found for even the vertically challenged riders on the ’Ball.</span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span></span><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">But how does it ride? At first glance, it appears that fashion has won over function in the styling department, but the arms-up riding position was more comfortable than expected. Call me a convert. For boulevard cruising and local hops, the fuel-injected SOHC 106 packs enough punch in the saddle to rocket from traffic signs with a smile on your face, while the high bars bring back your street cred by adding a little bad-boy look.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">When street lights turn red, clamping down on the pair of 300mm floating rotors with a 4-piston caliper in front and a 2-piston rear. The combo performed adequately, though I’d prefer a little more feel from the 5-position-adjustable brake lever. But, hey, what cruiser doesn’t feel more in control when favoring the rear brake rather than the front? More fun was had reliving my youth as a BMX rider, crossing up the handlebar while skidding to a stop all over town. Good fun then, great fun now!<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_2286.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></span></div><div class="imgRight" style="float: right; line-height: 17px; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-victory-high-ball-review/2012_High-Ball_+IMG_2286.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="Put 'em up! The High-Ball's signature high handlebar reaching for the sky is surprisingly comfortable." border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297107-2/2012_High-Ball_+IMG_2286.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Put 'em up! The High-Ball's signature high handlebar reaching for the sky is surprisingly comfortable." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Put 'em up! The High-Ball's signature high handlebar reaching for the sky is surprisingly comfortable.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="line-height: 17px;">With Victory’s DNA seeping into every aspect, from the ridged spine on the tank and fender, to the slash-cut dual exhaust, to the two-tone headlight nacelle, the high-bar addition to this modified Vegas 8-Ball is a perfect fit. You’ll find very little chrome on the High-Ball, and it’s available in only one color (black) that’s balanced with strong white accents on the badge-less tank and Dunlop rubber.</span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span><span class="Apple-style-span" style="line-height: 17px;"><span></span></span></span><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Rolling on a pair of 16-inch laced wheels wrapped with Dunlop Cruisemax tires (120/90 up front and 150/80 out back), handling is light and fun. The bike itself is relatively light, too – lightweight enough to pick up off the side stand with only your legs; it weighs in at about 700 pounds (659 claimed dry weight). It’s more flickable than other big-inch cruisers I’ve ridden thanks to the unique leverage on the bars as well as the tweaked geometry.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">While similar in appearance, the High-Ball is more compact than the Vegas’ line-up, making for a more nimble ride by way of a tighter rake (by 1.2-inches), longer trail, and yet a shorter wheelbase (64.8-inches) as well as overall length (92.5-inches). Shorter bike, tighter geometry and narrower tires: a no brainer.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">While the high bars are not a first from a major manufacturer, they still grab attention from onlookers everywhere. The high bars aren’t too far behind the public trend, yet ahead of OEM curve. Of course, the high-and-mighty position has a few negatives. Luckily, the handlebar and triple tree clamps are solid, reducing the flex to nothing more than a standard handlebar.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span></span><span></span></span></div><table bgcolor="#dcdcdc" border="0" cellpadding="2" cellspacing="0" style="clear: both; line-height: 17px;"><tbody>
<tr><td><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Making It Your Own</span></strong></span></td></tr>
<tr><td><div style="margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Leafing through the part and accessories catalog, you’ll find that parts offered for the Vegas line-up are ready to rumble onto your High-Ball, from exhausts to the uber-cool Ness goodies. For the inspirationally challenged, look for a Roland Sands version of the High-Ball at events nationwide this year. Affectionately named “Ol’ Vic,” his version of the High-Ball goes back around the dial with custom paint, a round headlight instead of the shield-shaped standard and a wrapped 2-into-1-exhaust system. Is a custom-painted custom still a custom production motorcycle? Who’s on first?<span></span><span></span></span></div><table align="center" style="clear: both;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-high-ball-review/2012_High-Ball_+IMG_2259.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="Before and after High-Balls. After Roland Sands gets his mitts on a bike, you're left wondering when a customized production custom motorcycle becomes redundant." border="0" class="imgCaption" height="298" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297101-2/2012_High-Ball_+IMG_2259.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Before and after High-Balls. After Roland Sands gets his mitts on a bike, you're left wondering when a customized production custom motorcycle becomes redundant." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Before and after High-Balls. After Roland Sands gets his mitts on a bike, you're left wondering when a customized production custom motorcycle becomes redundant.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></div></a></td></tr>
</tbody></table></td></tr>
</tbody></table><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Having mirrors at eye level is a boon for rearward visibility, however, the mirror itself then produces a blank spot on the horizon in front of you. Dropping the mirrors below the cluster would open up your sightline as well as add yet another cool-guy point to your ride.<span></span><span></span></span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Steering away from the touring models we’ve seen so much from Victory in the last year, the designers delivered a back-to-basics model with minimalist instruments and single-piece speedometer with LCD-displayed standards like odometer, trip meter and digital tachometer in 50-rpm increments.<span></span><span></span></span></div><table align="center" style="clear: both; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2012-victory-high-ball-review/2012_High-Ball_+IMG_7386.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><img alt="For that "real biker sound," toss on the blackened Victory accessory pipes and a few Arlen Ness goodies to complete the bad-ass look." border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/297091-2/2012_High-Ball_+IMG_7386.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="For that "real biker sound," toss on the blackened Victory accessory pipes and a few Arlen Ness goodies to complete the bad-ass look." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">For that "real biker sound," toss on the blackened Victory accessory pipes and a few Arlen Ness goodies to complete the bad-ass look.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></span></div></a></td></tr>
</tbody></table><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">While the trend this year in Daytona Beach seemed to be three-wheelers, “real bikers” gravitated towards the latest bad-boy releases from the big American builders. Victory’s High-Bal took top prize when it came to turning heads on Main Street. With an MSRP of just $13,499 (49-state), you’ll be looking at this retro-rod twice as well.</span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div style="line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Source : motorcycle.com</span></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-65633512909339485872011-07-18T02:50:00.000-07:002011-07-18T02:50:12.949-07:00Honda CBR125R Review<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>Since its introduction to the Canadian market in 2007, <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda</a>’s CBR125R has proven popular, both as a first ride among novice riders and as a second runabout machine among those with more experience. It was a machine that was long overdue, as market trends showed that aging baby boomers – a sector of society that had been heavily solicited by the motorcycle industry – began an exodus from the sport in recent years in pursuit of other, perhaps less exciting interests.</strong></span><br />
<div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The industry needed newer, younger blood, and the inexpensive, approachable CBR125R succeeded in drawing the attention of people who would not otherwise have considered a motorcycle. It even introduced a new generation of young racers through the CBR125R Challenge, a spec road racing series open to riders aged 13 and up.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E6158.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295794-2/2011-Honda-CBR125R-Review_AN8E6158.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Honda updates the CBR125R for 2011, borrowing styling cues heavily from the firm’s bigger sportbikes." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Honda updates the CBR125R for 2011, borrowing styling cues heavily from the firm’s bigger sportbikes.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Aside from different color variations between model years, the bike has done relatively well in the showroom without any changes. But with CBR125R sales flattening, it was time to rejuvenate the tiny sport bike, so for 2011 it got an important facelift.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The most obvious change is in the bodywork, which now closely resembles the new CBR250R (itself taking styling cues from the VFR1200F). Although its bodywork looks identical to the 250’s, it is in fact unique to the 125. This is mostly because beneath the plastic is a steel, pentagonal-section twin-spar frame, as opposed to the tubular-steel twin-spar frame on the 250.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E7524.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></div><div class="imgRight" style="float: right; font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E7524.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="200" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295825-1/2011-Honda-CBR125R-Review_AN8E7524.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="A wider tire and rim combination have greatly improved the CBR125’s handling." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">A wider tire and rim combination have greatly improved the CBR125’s handling.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Also new is a one-piece exhaust with an angular, CBR1000RR-replica muffler, which incorporates a catalytic converter. Like on the CBR250R, the 125’s muffler features a protective cover that’s much cheaper to replace in a tip-over than the entire system.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Although the frame is unchanged, a number of other significant tweaks were made to the chassis. These include a lengthened swingarm that stretches wheelbase from 50.9 to 51.7 inches, and a move to wider 17-inch wheels, up from 1.85 and 2.15 inches front and rear to 2.5 and 3.5 inches, respectively. The wider wheels mount wider tires, going from an 80/90-17 and 100/80-17 front and rear to 100/80-17 and 130/70-17 rubber. Suspension travel has also increased from 4.3 and 4.7 inches front and rear to 4.7 and 5 inches, respectively.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The above-mentioned changes have transformed the littlest CBR from a toy-like novelty to a real-bike-like riding tool. The longer wheelbase allows for more roomy ergonomics, and the wider tires have eliminated the previous bike’s tendency to fall into turns, while increasing stability and grip.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E8200.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="277" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295829-2/2011-Honda-CBR125R-Review_AN8E8200.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Neutral steering makes the 125R feel much more like a full-size motorcycle." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Neutral steering makes the 125R feel much more like a full-size motorcycle.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">We had the opportunity to ride the bike at Georgia’s Roebling Road raceway, and it did indeed feel much more like a real motorcycle than its predecessor. Handling was much more neutral and planted, and it was easier to move around on the bike thanks to the improved ergos. The bike still feels smallish, even when compared to the CBR250R, but it exudes a much more substantial presence than before.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_MCBR12011A_U.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></div><div class="imgLeft" style="float: left; font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 200px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_MCBR12011A_U.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295835-1/2011-Honda-CBR125R-Review_MCBR12011A_U.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Nothing high-tech here, but the twin-pot caliper does the job." vspace="0" width="200" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Nothing high-tech here, but the twin-pot caliper does the job.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Part of the bike’s more substantial feel derives from its increased weight. Somehow, it has gained 21 lbs, now tipping the scales at 302 lbs wet, though about 5 pounds can be attributed to the extra fuel the 2011 model carries, as its gas tank has grown from 2.6 to 3.4 gallons. Another change that may appeal to those who perform their own maintenance is that the fuel filter has been moved from inside the fuel tank to outside.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Its 125cc liquid-cooled, two-valve Single is unchanged, though EFI mapping has been revised for improved bottom-end response. Two teeth have also been added to the rear sprocket to shorten the overall gearing for better acceleration, though the shorter gearing is countered by a 21mm taller rear tire.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Despite these changes, a CBR125R rider will still hit the throttle-stop more often than not, as its claimed 13 horsepower at 10,000 rpm is just enough to keep the machine flowing with city traffic. Doing my best to tuck every inch of my winter-plumped body out of the windblast, I did see 74 mph on Roebling’s front straight.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The changes to the bike have been deemed by CBR125R Challenge organizers to provide an unfair advantage at the racetrack over the previous model and it will not be eligible to compete in the series this coming season.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">On the positive side for street riders, fuel consumption is claimed to have improved by seven to eight percent, which when combined with the larger fuel tank, provides a theoretical cruising range of about 335 miles.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E7480.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295819-1/2011-Honda-CBR125R-Review_AN8E7480.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="Tuck in all you can and you might see 75 mph on the speedo." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">Tuck in all you can and you might see 75 mph on the speedo.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The good news for our northern neighbors is that despite all the changes, the 2011 Honda CBR125R lists for $3,499 (CDN), $100 less than the previous model. The bad news is that it will probably compete with Honda’s own CBR250R, which lists for $4,499 without ABS and is a much more versatile motorcycle.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_MCBR12011A_W.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></div><div class="imgRight" style="float: right; font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_MCBR12011A_W.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="194" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295840-1/2011-Honda-CBR125R-Review_MCBR12011A_W.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="It might be a 125, but it has big-bike levels of fit and finish. Too bad it doesn’t have a beginner-friendly gear-position indicator." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">It might be a 125, but it has big-bike levels of fit and finish. Too bad it doesn’t have a beginner-friendly gear-position indicator.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Of course, when considering that most riders that are interested in the CBR125R are probably just out of high school and working a summer job to pay for further studies, $1,000 dollars can go a long way, not to mention the money saved insuring the bike, which falls into the least expensive premium bracket.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">One curious observation made by Honda Canada’s staff during a special presentation they hosted to introduce the CBR250R to current 125R owners was that they were more interested in the updated 125R than the 250R. This was attributed to the 125R attaining a kind of cult following among owners who had a passing interest in motorcycles before it came along, and were nudged into making the two-wheeled leap by the bike’s simplicity, low cost, ease of operation and unintimidating presence. It’s believed that these riders are not likely to trade up to something bigger or faster, but they might trade up to a flashier 125R. <span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/reviews/2011-honda-cbr125r-review/2011-Honda-CBR125R-Review_AN8E6302.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR125R Review" border="0" class="imgCaption" height="300" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/295814-1/2011-Honda-CBR125R-Review_AN8E6302.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The numerous updates to the 2011 CBR125R make it ineligible to compete in the Canadian CBR125R Challenge — this year…" vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The numerous updates to the 2011 CBR125R make it ineligible to compete in the Canadian CBR125R Challenge — this year…</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">How well the new CBR125R does is yet to be seen, but one thing is certain, it has carved its niche in the motorcycling world, or at least the one north of the border.</div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><br />
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</div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Source : motorcycle.com</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-6000651541637935626.post-58991767456896272552011-07-18T02:49:00.000-07:002011-07-18T02:49:01.797-07:00Motorcycle Beginner: 2011 Honda CBR250R Newbie Review<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><strong>Before I get too far into this report on the 2011 Honda CBR250R, I want to apologize.</strong></span><br />
<div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">To anyone who may have heard loud hooting and hollering coming from a flying black rocket on the Don Valley Parkway south of Queen St. this morning, I’m sorry. I’m pretty sure no one could hear the gleeful cheering through my helmet or above the wind noise, but if you did, I apologize.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I was just having too much fun during my commute to downtown Toronto. With a wide open lane ahead of me and the throttle pinned wide open, I just couldn’t help but whoop it up as the number on the digital speedometer kept rising.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I also want to apologize to all the other motorcyclists out there for dispelling the theory that anyone riding a motorcycle is automatically cool. Forgive my nerdy exuberance and blame it on my lack of experience.<span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-06.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="2011 Honda CBR250R" border="0" class="imgCaption" height="343" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296589-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-06.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="You always remember your first. In my case, my first ride was the new 2011 Honda CBR250R." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">You always remember your first. In my case, my first ride was the new 2011 Honda CBR250R.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>First Ride</strong></span><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">This review is a little different from the typical reports from our more experienced gang of<i>Motorcycle.com</i> editors. Kevin, Pete, Tom and Troy have years of riding experience on a wide variety of motorcycles.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">My own experience was limited to riding modified <a href="http://www.motorcycle.com/manufacturer/yamaha.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Yamaha</a> Virago 250 cruisers (a.k.a. the V-Star 250) on a closed course at the <a href="http://www.humber.ca/motorcycle/" style="color: #ce0000; cursor: pointer; text-decoration: none;" target="_blank">Humber College Motorcycle Rider Training Program</a> (if you haven’t read the <a href="http://www.motorcycle.com/rider-safety/motorcycle-beginner-rider-training-91039.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Rider Training report</a> yet, here’s your chance!), so I don’t have the same basis for making comparisons.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"> When I picked up the CBR250R from <a href="http://www.motorcycle.com/manufacturer/honda.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">Honda</a> Canada headquarters, it was my first time on the road with a real, street-legal motorcycle, making this a literal “first ride” report.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Following the motorcycle industry as I have, and reading several anecdotal reports on online forums, I’ve read countless stories of new riders crashing their bikes riding home from the dealership. These tales may or may not be urban myths based on a few isolated cases, but they were foremost on my mind. I made sure I was prepared. I’ve been through rider training and I wore all my <a href="http://www.motorcycle.com/rider-safety/motorcycle-beginner-buying-riding-gear-90974.html" style="color: #ce0000; cursor: pointer; text-decoration: none;">protective gear</a>.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I also enlisted the help of my friend to drive me up to Honda HQ and follow me home, something I think every new rider should consider when picking up his first bike. It helped that my friend, Paul Marissette, is a law enforcement officer, so I had an actual police escort, but it’s good to have someone along to create space in traffic around me and help if I get into any trouble.<span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-04.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="motorcycle-beginner-2011-honda-cbr250r-newbie-review-04" border="0" class="imgCaption" height="326" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296579-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-04.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="The rider training program taught me a lot of the important things about riding a motorcycle but little details like how to adjust the mirrors or cancel a turn signal I had to learn for myself." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">The rider training program taught me a lot of the important things about riding a motorcycle but little details like how to adjust the mirrors or cancel a turn signal I had to learn for myself.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Climbing onto the saddle for the first time, I took a moment to become familiar with the controls. The Viragos at Humber did not have turn signals, so I took care to learn how to activate the CBR250R’s signals with my thumb. Years of car driving experience taught me to cancel my signals by flicking the switch the opposite direction, but it took me some time to get used to pushing a button to turn off the blinker. The horn button is positioned just below the turn signal switch, and even after weeks of riding, I still occasionally give out a honk when I’m trying to cancel a turn signal. That’s something I will have to get used to with time.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The CBR250R is fuel injected so I didn’t have to fiddle with a choke, one less thing for me to worry about. The mirrors however took a while to position correctly. Looking at the two mirrors at the end of long stems attached to the fairing, it immediately struck me how much smaller they are compared to those found on a car.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The footpegs are in a fairly neutral position, compared to the feet-forward cruiser positioning on the Virago. This felt more natural to me, personally, though I can see how a seating position similar to sitting in a car might be helpful to other new riders. It did take me a little while to adjust to the new foot position. With the Virago, I could keep my toe hovering comfortably over the rear brake control but as Paul told me after I arrived safely at home, trying to do that on the CBR250R, I was often riding with the brake light on as my toe pressed slightly on the pedal. Another adjustment I needed to make.<span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-09.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="motorcycle-beginner-2011-honda-cbr250r-newbie-review-09" border="0" class="imgCaption" height="353" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296604-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-09.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="It wasn't until I saw photographs of myself that I realized how small the CBR250R looks. From the saddle, it doesn't look small at all." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">It wasn't until I saw photographs of myself that I realized how small the CBR250R looks. From the saddle, it doesn't look small at all.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The handlebars are in a comfortable position and I could sit rather straight in the saddle. This gave me a good vantage point to view traffic around me, and I could easily see over a car in front of me, something I could not do driving in my Nissan.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The ride home was careful and deliberate, with light traffic and few turns, especially left turns. There was one near panic moment during one left turn however. I was in the middle of the intersection waiting for an opening to make my turn. A car was travelling quickly in the approaching lane when the light turned amber.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">At first, I thought the car would try to run through the light, but I was caught off-guard when the driver came to a quick stop. I started to move forward but let the clutch out too quickly and stalled the engine, right in the middle of the intersection with the light changing. Fortunately, the other drivers around me were patient and I was able to restart the engine quickly and complete the turn, even if it was done rather sheepishly. Again, I apologize for dispelling the Cool Biker mythos.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Every Day is Ride to Work Day</strong></span><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">After a weekend of practicing on small residential streets and making short trips around town, I was ready to ride the CBR250R to work for the first time. Typically, if I was driving to work, I would take the freeway all the way to the office, but I knew I was not ready to attempt riding on expressways yet. Instead, I plotted out a new route through city streets, and I stumbled upon a gem of a road.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Bayview Avenue is a popular thoroughfare for motorcyclists. Running alongside of the Don River opposite the Don Valley Parkway, Bayview is a long, scenic road with sweeping curves, several elevation changes, few intersections and surprising little traffic. It is also one of the few city streets in Toronto with a speed limit of 70 kph (43 mph), as most roads are limited to 60 kph (37.3 mph). Taking this route for the first time, I immediately saw the appeal for bikers, and I saw several other riders traveling on Bayview in both directions. I was able to ride at a good clip and the ease at which I was able to lean the CBR made the ride a heck of a lot of fun.<span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-02.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="motorcycle-beginner-2011-honda-cbr250r-newbie-review-02" border="0" class="imgCaption" height="327" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296569-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="I didn't think I would ever say this but commuting to work is actually fun when you're on a bike." vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">I didn't think I would ever say this but commuting to work is actually fun when you're on a bike.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">As much fun as Bayview provided, its one biggest flaw was that it didn’t lead directly to the front door to the office. Bayview took me most of the way downtown but I still had to take a slower, busier street to get through the downtown core. With more cars, several intersections, and following behind a tram making frequent stops, the final mile to the office was very slow going.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">But this was the kind of riding a bike like the 250 was good for. With power peaking at 22.6 hp, the CBR has enough juice for stop-and-go riding. A larger, more powerful motorcycle would probably feel more frustrating to ride in this scenario. The clutch is easy to control, and frequent shifting in and out of first gear is not a problem.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">When I finally arrived at the office, I checked my watch and was surprised, even with that slow final stretch, it took me about 45 minutes to make the 20-mile commute, about the same amount of time it would take for me to drive to work taking the freeway all the way to the downtown core. Because motorcycle street parking is free in Toronto, I was able to park quickly, and conveniently, right across the street from the office. If I drove my Nissan Altima to work, I would have to spend about few more minutes finding a parking lot that still had space, not to mention fork over $12 to $15 in parking fees.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Life is a Highway</strong></span><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">One of the biggest concerns I had about the CBR250R was how it would handle the high speeds of freeway cruising. And it wasn’t just me. Talking to my friends and family members, I heard several variations on a common theme: “you’re not going on the highway with that, are you?”<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Well I did, eventually, as illustrated by my exploits on the Don Valley Parkway, a 90 kph (56 mph to you Yanks) expressway running from the suburbs to downtown Toronto. The CBR250R is more than capable of keeping up with the speed of traffic.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Reaching 60 mph requires very little effort, and that’s with my 240-pound girth, riding gear and a backpack. Climbing to 70 mph requires some work but is easily manageable, while the windscreen did its job capably. In full flight, I reached a speed of just over 80 mph before the wind and vibration through the handlebars became more of an issue. I could have probably pushed it to the mid- to high-80s, but as a new rider I knew I was approaching my limit before the CBR250R did.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Fuel Sipper</strong></span><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-03.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"></a></div><div class="imgRight" style="float: right; font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 1em; margin-left: 1em; margin-right: 0px; margin-top: 0.5em; position: relative; width: 300px;"><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-03.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><img alt="motorcycle-beginner-2011-honda-cbr250r-newbie-review-03" border="0" class="imgCaption" height="450" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296574-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-03.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="My fuel economy improved as I got more used to riding and choosing better routes." vspace="0" width="300" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">My fuel economy improved as I got more used to riding and choosing better routes.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;">One of the best things I like about riding so far is filling up the gas tank and still getting change back for a $10 bill. I kept track of my fuel usage through the few weeks I rode the CBR250R, and admittedly, the fuel economy figures for my first week was about 40 mpg, a big improvement from my Nissan’s 23 mpg, but fairly pedestrian for a motorcycle. Of course, it didn’t help I was still getting used to riding and shifting gears manually, plus I spent a lot of time stuck in traffic in the city with the engine idling beneath me.</span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><span></span></span><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">After more time and experience, and adding highway travel to my repertoire, my fuel economy figures improved dramatically. With a mix of highway and city streets, I was able to get 64 mpg, nearly three times better than the Altima.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The Honda CBR250R has a digital fuel gauge with six bars indicating a full 3.4-gallon tank. Each bar therefore represented about 0.57 gallons of gas. While the fuel gauge provided a good estimate on how much fuel I had left, I found it a little inaccurate at times. Often, when I turn the CBR on, the fuel gauge would show one bar less than it did when I parked the bike. I had left the motorcycle in my garage one night with two bars on the gauge but when I got ready to ride in the morning, the fuel gauge was down to one bar and it was flashing. As I made my way to a nearby gas station, the gauge went back up to two bars.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Fuel gauge accuracy appears to be a common issue for a lot of riders, and many motorcycles don’t even have a fuel gauge. For a new rider, having a fuel gauge is important as there are already a lot of other things to keep in mind without having to worry about keeping track of mileage and fuel use, so I should be thankful the CBR250R at least has a gauge, but I could do without worrying about that final blinking bar.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span class="subtitle2" style="color: #933300; line-height: 1em;"><strong>Final Thoughts</strong></span><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I have to admit it. I’ve caught the bug. I love riding, and I miss it when I can’t ride.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">There was a slight incident during my time with the CBR250R. I returned to the CBR at the end of the workday and I realized someone had tipped the bike over during the day before putting it back upright. The left mirror and turn signals had some superficial damage and there were a few scruff marks on the fairing.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">The clutch lever however, was bent outwards. Mechanically, there was no problem with the bike, though it was uncomfortable to use the clutch lever the way it curled away from my fingers. I had to bring the CBR into Honda for a check-up and a clutch lever replacement. That left me without a motorcycle for a short time.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">And boy did I miss it.<span></span><span></span></div><table align="center" style="clear: both; font-family: Arial, Helvetica, sans-serif; line-height: 17px;"><tbody>
<tr><td><a href="http://www.motorcycle.com/gallery/gallery.php/v/main/how-tos/motorcycle-beginner-2011-honda-cbr250r-newbie-review/motorcycle-beginner-2011-honda-cbr250r-newbie-review-12.jpg.html?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="color: #ce0000; cursor: pointer; text-decoration: none;"><div class="imgLeft" style="float: left; margin-bottom: 1em; margin-left: 0px; margin-right: 1em; margin-top: 0.5em; position: relative; width: 450px;"><img alt="motorcycle-beginner-2011-honda-cbr250r-newbie-review-12" border="0" class="imgCaption" height="408" hspace="0" src="http://www.motorcycle.com/gallery/gallery.php/d/296619-2/motorcycle-beginner-2011-honda-cbr250r-newbie-review-12.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT" style="cursor: move; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; vertical-align: middle;" title="I'm going to miss the little CBR250R after I return it. " vspace="0" width="450" /><div style="background-color: #4d6d80; color: white; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; padding-bottom: 0.5em; padding-left: 0.5em; padding-right: 0.5em; padding-top: 0.5em;">I'm going to miss the little CBR250R after I return it.</div><span class="spareSpan" style="display: block; height: 17px; position: absolute; right: 0px; top: 0px; width: 17px;"></span></div></a></td></tr>
</tbody></table><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Even worse, the weather was a lot nicer than it was when I had the bike. There wasn’t as much rain or humidity and temperatures were actually cooler in Toronto in the early summer than late spring. And there I was, back on public transit, packed with all the other sardines.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I was glad to be re-united with the CBR250R and its new clutch lever, but the time away made me realize how much I wanted to ride again. It’s going to be hard to return the CBR250R to Honda.<span></span><span></span></div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">I guess it’s time to go bike shopping for real now.</div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;"><br />
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</div><div style="font-family: Arial, Helvetica, sans-serif; line-height: 17px; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">Source : motorcycle.com</div>Unknownnoreply@blogger.com3