Archive for January 2011
2011 Triumph Tiger 1050 ABS
Scratch. Tour. Commute. Three bikes in one.
The perfect all-rounder? Tackles the urban jungle with aplomb, carves the twisties with ease. Looking for adventure? Get there in style and have fun on the way, one up or two.
With its commanding riding position, muscular 1,050cc triple engine, powerful brakes and high specification sporty chassis making for real fun on the twisties and composure in the traffic. Want one bike for all your needs? Tiger 1050
An all-rounder. The perfect all-rounder, we think. The Tiger is equally at home in the urban jungle as it is prowling on the open road.
The tall riding position gives a commanding view, making passing through rush hour traffic easy. Hit the highway and you will revel in the muscular 1050cc triple which, combined with powerful brakes and a high-specification sporty chassis, make carving through the twisties a real pleasure. And for the long haul the ergonomically designed seat with screen and fairing ensures a comfortable ride regardless of distance. A 5.2 gallon fuel tank, comprehensive instrumentation and optional ABS add to the practicality.
As with all Triumphs, a wide range of official accessories are available, allowing owners to tailor the Tiger to meet their specific needs. These range from practical items such as color matched luggage, heated grips and touring seats, to exquisitely crafted special parts allowing you to create an truly individual look.
A truly versatile motorcycle, the Triumph Tiger 1050 is a rare creature, one that is equally at home
in the urban jungle or wide open prairies.
It is this ability to do all things equally well that has made the Tiger 1050 one of Triumph's best selling
models in recent years and given it a huge following around the world.
Sit astride the Tiger 1050 and you will understand just why so many year-round riders choose one
as their daily ride. The tall (835mm) riding position gives the rider a commanding view over the traffic,
with the well appointed saddle facilitating comfortable day-long riding.
The Tiger 1050 fs effortless power comes from a 115PS version of Triumph's legendary 1050cc triple
which delivers 98Nm of torque at just 6250rpm.
But while the Tiger 1050 is perfectly at home on the commute and the open highway, it is on twisting
roads where it really excels.
Triumph has endowed the Tiger 1050 with a chassis that would not be out of place on a sports bike.
The aluminium twin spar frame features a braced aluminium swingarm and light 17 h alloy wheels
fitted with sporting road tyres. The 43mm inverted front forks are fully adjustable for preload, rebound
and compression damping, with the rear monoshock unit also adjustable for preload and rebound.
Braking power comes from twin four-piston radial calipers gripping 320mm front brakes.
Combined with the commanding riding position and wide handlebars, the Tiger 1050 fs chassis and
engine combination adds up to a motorcycle that inspires confidence and is deceptively easy to ride
quickly. With a fuel capacity of 20 litres, the Tiger 1050 is capable of covering over 200 miles between fuel stops. The Tiger 1050 is available in two metallic colours, Phantom Black and Crystal White.
A number of official Triumph accessories are available for the Tiger 1050. Most popular are the
colour-matched hard luggage, heated grips and gel touring seats, confirming the Tiger 1050 fs place
as an all-round workhorse.
A higher-specification Tiger 1050SE is also available. It features ABS brakes as standard, along with
panniers (giving a capacity of 43 litres), centre stand, gel seat and handguards. The Tiger 1050SE
also comes in two distinctive colour schemes: Intense Orange and a two-tone Matt Graphite and
Matt Black combination.
2011 Triumph Tiger 1050 ABS Highlights
Engine: 1050cc Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Exhaust: Stainless Steel 3 into 1, high level polished stainless steel silencer
Front Wheel: Cast aluminium alloy multi-spoke 17 x 3.5in
Fuel Capacity: 20 litre (5.3 US gals)
Front Brakes: Twin 320mm floating discs, Nissin 4-piston radial calipers (ABS model available)
- Outstandingly versatile motorcycle with 115PS 1050cc engine
- Sporting chassis with 17 h alloy wheels and adjustable 43mm upside down forks
- Comfortable 835mm seat gives a commanding riding position
- SE edition includes panniers, handguards and ABS brakes as standard
- Standard two-year unlimited mileage warranty
2011 Triumph Tiger 1050 ABS Features and Benefits
Tiger 1050 - Superbly competent bike.
One up scratching for fun. Two up adventures. Short or long haul. Commute or holiday. The Tiger 1050 does it all.
Engine
The Tiger’s engine delivers power and ear to ear grins. The amazing 1050cc, fuel-injected, three cylinder engine, known for its addictive character, has plenty of torque and impressive amounts of horsepower, with ample reserves of both for those two-up fully laden tours. Peak power of 115PS (113bhp) is delivered at 9400rpm, with 100Nm (74ft.lbf) torque at 6250rpm.
Seat
The comfortable, spacious seat and relaxed rider and pillion ergonomics mean you’ll arrive fresh even at the end of the longest day.
Handlebars
High, wide bars give a comfortable riding position and excellent control at all speeds, from urban manoeuvring to motorway cruising.
Suspension
The 43mm upside down fully adjustable forks and spring preload and rebound damping adjustable rear shock keeps the ride comfortable on the worst of roads and gives excellent control when the pace picks up.
Screen
The Tiger screen gives great wind protection for those long journeys without obscuring your view around town.
ABS
Triumph’s Antilock Braking System has been carefully designed to boost control under hard braking, working on both wheels independently. This unobtrusive system retains all the sensations of riding, operating at 100 calculations per second to sense the precise moment the wheel is about to lock up, then preventing it from doing so. The system has been specifically tailored to the Tiger, with painstaking calibration over many months to ensure optimum braking performance.
2011 Triumph Tiger 1050 ABS - USA Specifications
American MSRP: $TBD USD
Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI
Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts
Frame
Aluminum beam twin spar
Swingarm
Braced, twin-sided, aluminum alloy
Front Wheel
Cast aluminum alloy, multi spoke, 17 x 3.5in
Rear Wheel
Cast aluminum alloy, multi spoke, 17 x 5.5in
Front Tyre
120/70 ZR 17
Rear Tyre
180/55 ZR 17
Front Suspension
Showa 43mm upside down forks with adjustable preload, rebound and compression damping, 150mm travel
Rear Suspension
Showa Monoshock with adjustable preload and rebound damping 150mm rear wheel travel
Front Brakes
Twin 320mm floating discs, Nissin 4 piston radial calipers (ABS model available)
Rear Brakes
Single 255mm disc, Nissin 2 piston sliding caliper (ABS model available)
Dimensions
Length
83in
Width (Handlebars)
33in
Height
51.9in
Seat Height
32.8in
Wheelbase
59.4in
Rake/Trail
23.2 degree/87.7mm
Wet Weight
502lbs
Fuel Tank Capacity
5.3 USgal
Performance (measured at crankshaft to 95/1/EC)
Maximum Power EC
111bhp @ 9,400 rpm
Maximum Torque EC
72ft.lbs at 6,250 rpm
Colours
Phantom Black, Crystal White
Source: http://www.totalmotorcycle.com/photos/2011models/2011-Triumph-Tiger1050ABS.htm
The FZ8 expands what Yamaha dubs its Total Sportbike line, a designation applying to the high-performance Supersport R1 and R6, as well as the Sport-Touring FJR1300. In between are models Yamaha designates as its Sport models: the fully-faired FZ6R, half-faired FZ1 and the naked FZ8.
Contrasting their best-selling status in Europe, naked street bikes have struggled in the American market. Yet Yamaha sees its FZ8 as servicing a growing segment. Although overall motorcycle sales have tanked since the 2008 economic crisis, the general market distribution remains more or
less the same. Citing data from the Motorcycle Industry Council
2011 Yamaha FZ8
(MIC), Yamaha claims the Total Sportbike segment of the industry has held steady from 2005 thru 2010 at 20% (cruisers maintain the top position at 45-50% of sales). Within the Total Sportbike category itself, however, the Supersport segment has dropped from 65% to 49% over that six-year stretch. Picking up the slack, the remaining Sport models are up from 29% to 37%, with Sport-Touring bikes more than doubled from 6% to 14%.
Other market indicators deemed favorable for the FZ8 include a growing trend of riders no longer purchasing multiple specialist bikes, but instead investing in a single, more versatile mount. Add in Yamaha’s own customer feedback, which put Rider Position and Price/Deal as their most important purchasing reasons, and Yamaha makes a strong case for its new naked standard.
The FZ8 sources a familiar looking Inline Four, which shares the pre-crossplane R1 pedigree of its larger-displacement FZ1 sibling. The engine cases are in fact identical with FZ1, along with the 53.6mm stroke. But the FZ8 displaces 779cc courtesy of its sleeved down 68mm bore (77mm on FZ1). The FZ8 mill further diverges with a new four-valve cylinder head (five-valve head on FZ1) and higher 12.0:1 compression ratio. Mellower cam profiles and
2011 Yamaha FZ8
revised valve timing tune the FZ8 for low and mid-range power, rather than the top-end bias of the FZ1, the latter bike also sporting a 500 rpm higher redline at 12K.
Variable length intake funnels further refine the engine’s power characteristics. No, it’s not the movable YCC-I system from the R1, rather the outside cylinders are 125mm long, while the middle two cylinders route air from the 7.8-liter airbox through 150mm length funnels. Other internal changes include a narrower throttle bore than the FZ1. The other major change from the FZ1 mill is a lighter crankshaft, with Yamaha claiming a 30% reduction in inertial mass. While giving the engine a quick revving character and smooth throttle response, the company touts the crank’s the reduced rotational force “contributes to light and responsive handling.”
Well-suited to a bike pitched as a step-up model, the engine’s broad powerband has something for all skill levels. The low end churns out ample, yet manageable power, complemented by a forgiving throttle input. Approaching 6K on the tach and a fantastic mid-range zing kicks in. Squeeze the throttle between 6 and 9K and riders had best have firm grip on the controls, because it hauls. Fueling across the powerband is immediate without being abrupt, a very tricky formula to master. The engine’s smooth character holds throughout the revs as well, with no rattling or overt vibes until it buzzes up near the 11.5K redline.
A 4-2-1 exhaust system exits out a black, right-side muffler. We found the exhaust sound muted but favorable, with a more robust melody wailing at the upper revs. Keeping it revved out doesn’t help with fuel economy though, and the Fazer seemed to suck down the gas during our test ride. Yamaha reps promise a 200-mile range from the 4.49-gallon tank, a claim we’ll test in a future comparison review.
The FZ8’s six-speed transmission features lower first gear and secondary reduction gear ratios than the FZ1. We found no fault with the gearing, the low first gear praiseworthy for allowing riders to creep along at low speeds without clutch finesse and little to no throttle modulation. The cable-actuated clutch delivers seamless engagement, while the lever pull felt stiffer than ideal but tolerable.
The FZ8’s cast aluminum frame and swingarm are identical with the FZ1. Same goes for the 57.4-inch wheelbase, 32.1-inch seat height and steering geometry. Swing a leg over the 8, however, and it feels smaller than our recollections of its bigger displacement kin. This may be in part due to the missing half fairing (a half-faired version of the FZ8 is available in Europe), but the seat and tank junction have also been slimmed down to deliver an easy reach to the ground (fuel capacity shaved by a little over a quarter-gallon). Smaller riders noted the FZ8 dimensions were easy to handle and not intimidating, and taller riders didn’t feel overbearing on the new model.
Slight repositioning of the handlebars (5mm forward) and footpegs (15mm backward, 10mm downward), compared to the FZ1, deliver a subtle forward pitch for the rider. Increased wind resistance from the naked design counteracts the forward cant, so no pressure is placed on the rider’s wrists or lower back. The standard position makes for a comfortable saddle, though we’d rate the seat only average –
comfy for showroom floors and short jaunts, but lacking
2011 Yamaha FZ8
Get up to speed and the FZ8 turns in and transitions without much effort at the controls, the front-end light and intuitive when the road kinks up. Here’s where the Yamaha’s assertion of improved handling from the lighter crankshaft come into play. We’ll buy into the claims, as the FZ8 proved more nimble than our recollections of the FZ1 (we last tested the FZ1 during our 2007 Streetfighter Comparison, where it was deemed less svelte than its competitors), though we reckon this could also be owed to the half-inch narrower rear tire. Certainly the FZ8 feels lighter than the 15-pound spec sheet variances of the two FZ models.
The FZ8’s suspension is non-adjustable, save for nine-position preload adjustment for the rear shock. The inverted 43mm KYB fork works sound enough, set up well for its street use. Riders who find the fork’s performance limiting figure to already be drawn to the higher-spec FZ1, which sources fully adjustable KYB sticks. The YHSJ rear shock (Yamaha’s subsidiary suspension company formerly known as SOQI) is less adept. Sprung on the soft side, the FZ8’s rear end wallows when pushed hard on poor road surfaces. Riders in our test group who added preload reported improvement, but the shock would benefit from more rebound.
2011 Yamaha FZ8
Braking performance is solid courtesy of the dual front 310mm discs and four-piston, non-radial-mount Sumitomo calipers. The single 267mm single-piston Nissin rear isn’t terribly impressive, but the overall package proves quite effective at bringing the 470-pound (claimed) bike to a safe and speedy halt. ABS is not available as an option.
The FZ8’s $8490 MSRP beats its direct competitors and falls under that imposing 10K mark by a full $1500. Fit and finish on the bike is decent, but not flawless, with things like the flimsy mount of the wind cowling somewhat detracting. Instrumentation is simple and easy to read, with our favorite perks like a gear position indicator absent but not missed. As bikes get more and more complicated the simplicity is refreshing.
On the styling end, the FZ8 is not a particularly edgy bike. That said, it plays to our particular sensibilities, with its naked profile and exposed header pipes our favorite trait. As far as colorways go, as Henry Ford once said of his Model T, the FZ8 can be had in any color the customer wants, so long as it’s black. Riders can, however, kit out their Fazer with numerous factory accessories including some extra bodywork and useful add-ons like a centerstand.
All told the FZ8 is a fun bike to ride and an exciting new middleweight option from Yamaha. The Tuning Fork logo makes a compelling case for its latest model’s success, even in the current distressed market conditions and traditional low sales of naked street bikes in the States. Now it’s up to the American ridership to decide if these Euro-only bikes are Euro-only for a reason.
Source : MotorcycleUsa
Hop onto the seat and the YZ doesn’t feel as teeny as other bikes in its class. This makes the cockpit more accommodating for riders of above average height. The ergonomics aren’t too tight plus the bike’s fit can be tailored by adjusting the position of the Pro Taper handlebar. To do this Yamaha machined four holes into the top clamp. We utilized the forward mounts with the bar clamps reversed which places the bar in the second-most forward position.
This allowed us to scoot forward on the seat thereby placing more weight on the front of the bike for even better turning.
Other nice touches are the shape of the seat with gripper material on the sides and the humongous foot pegs which help provide a nice platform to work from as well as distribute energy load when landing off obstacles. Lastly we also appreciated the curvature of the radiator shrouds that not only look cool but are shaped in such a way that it’s almost impossible to hook your leg or boot on it.
Although the Yamaha still employs a conventional carburetor it works well even compared to the current crop of fuel-injected 250Fs. A choke knob needs to be pulled when the engine is first fired in the morning. Then it can be started within one or two prods of the kickstart lever. Once warm, the engine can be re-lit without the choke, however the handlebar mounted hot start lever needs to be depressed to aid in hot starts.
Carburetion proved to be spot-on and the engine responded instantly when the throttle was twisted. The only time we ever experienced any hesitation is if you ride in too high of a gear and slam open the throttle at very low rpm. Otherwise it ran well.
Out on the track the engine delivers healthy acceleration right off the bottom. It feels strong but at the same time it isn’t so powerful that it overwhelms the rider or the rear Bridgestone tire. The engine spools up quickly, but as rpm increases the powerband remains flat without a hint of hit or power rush typical of 250F-class motorcycles regardless of rpm.
“The engine has great bottom to mid-power. It pulls well right out of the corner but once you get going it feels flat up top,” commented our test rider Chris See. “Its powerband feels like the exact opposite to other 250Fs. But I think it will be good for someone who is just starting to ride or maybe a vet guy. Even though it isn’t fuel-injected it actually runs really well and didn’t bog for me.”
Considering how linear the powerband is it can be easy to dismiss the YZ’s engine as being slow. But it’s not. It’s just builds power so smoothly that it’s deceptive. In a way the engine feels like an electric motor with its immediate power delivery. However rather than twisting the throttle harder to accelerate you instead need to upshift and work the transmission to gain speed.
Speaking of the gearbox, it works without flaw offering a positive feel during engagement even when loaded while motoring up Glen Helen’s notoriously steep hills. Equally as pleasing is how light and responsive clutch action is, though our pro test rider said it faded slightly at full-on race pace. To compensate the rider has to adjust it with the plastic quick adjust knob while riding.
Without question the highlight of the new YZ250F is its chassis. Compared to other 250Fs where you can get away with being a bit further back in the seat while turning, the Yamaha responds best when the rider scoots his body all the way to the fuel filler cap. When done so it changes direction with high level of precision. However, if you sit farther back in the seat the bike resists quick direction changes and plows through turns so correct body positioning is important.
Once initiated the bike steers predictably never turning more or less than what the rider inputs through the handlebar. The rear end of the bike feels in sync with the front, squatting nicely and resisting the urge to compress aggressively, buck, or slide out even at an elevated pace. Even at higher speeds the chassis continues to serve up a level of stability that other bikes wish they could match.
Suspension-wise the Yamaha employs a two-way adjustable Kayaba Speed-Sensitive fork and four-way adjustable Kayaba shock absorber. A common complaint for heavier and/or faster riders is how soft stock 250F suspension is, but the YZ250F’s set-up actually performed well even for the speed of our test rider. The suspension settings front to back are well balanced and the bike doesn’t pitch or squat excessively despite being undersprung for our 170 lbs pro-level test rider.
“Handling was great,” says See. “The rear end was good; nice and planted. For me I’d probably need heavier spring rate in the fork and shock, but the valving still felt good—I probably wouldn’t need to change it. The suspension is supple initially then has a fair amount of damping as you get deeper into the stroke.”
The OE-fitted Bridgestone tires offered a fair amount of traction in the sand and loam at Glen Helen and even in the afternoon hard pack at Piru. While the Yamaha’s brakes serve up a high amount of feel they don’t have a whole lot of power which occasionally caught us by surprise when bombing down some of Glen Helen’s downhills. Braking power was consistent though even under hard and repeated use.
Overall we really enjoy riding the new YZ250F. While we weren’t exactly wowed by the outright power of its engine—it is very useable making the bike easier to ride for longer. What we did like is its well-sorted chassis and pleasing ergonomics which help make it an effective motocross bike on the track. It’s also important to note that the Yamaha is the only bike to come with a 30-day warranty against manufacturer defects, not to mention the $3 million of contingency up for grabs at 90 racing events in 2011. Yamaha is also the only manufacturer to offer its 250F in two colorways: Yamaha Blue/White for $7150 or for an extra $100 you can get it in White/Red with black wheels and a gold chain.
Specs:
Engine: 250cc liquid-cooled Single DOHC; 5-valve
Bore x Stroke: 77.0 x 53.6mm
Compression Ratio: 13.5:1
Fuel Delivery: Keihin FCR MX37 carburetor
Clutch: Wet multiplate; cable actuation
Transmission: 5-speed
Final Drive: Chain; 13F/49R
Fork: Kayaba Speed-Sensitive System 47mm fork; 20-position compression and 20-position rebound damping adjustment; 11.8 in. travel
Shock: Kayaba gas charged shock, 20-position low-speed and step-less high-speed compression damping, 20-position rebound damping and adjustable spring preload; 12.0 in. travel
Front Brake: 250mm wave disc, dual-piston caliper
Rear Brake: 245mm wave disc, 1-piston caliper
Front Tire: 80/100-21 Bridgestone M403
Rear Tire: 110/90-19 Bridgestone M404
Curb Weight: 225 lbs.
Seat Height: 38.9 in
Wheelbase: 57.7 in
Ground Clearance: 14.8 in
Fuel Capacity: 1.7 gal
Colors: Team Yamaha Blue/White; White/Red
MSRP: $7150 - $7250
Warranty: 30-day
2011 Husaberg FX450
The Scandinavian cross-country rocket: Even more sporty and tauter than the FE models and therefore born for fast enduro trails, hard cross-country races and narrow motocross tracks. The equipment is of the finest quality and lights are nowhere to be found on the uncompromisingly lightweight FX 450.2011 Husaberg FX450 Features
+ engine and transmission perfectly tuned for cross-country and motocross use
+ well thought-out ergonomics and sports-oriented, taut high-end suspension enable playful handling on absolutely every track
Super-light 19“ rear wheel with motocross tyre, large selection of 19“ MX tyres.
6-speed transmission, primary gear ratio with narrower spread, adapted for use on cross-country and motocross tracks.
CNC-machined triple clamps with 22 mm offset, optimally matching the bending behaviour of the forks, special clamping, maximum strength, minimum weight
For greater stiffness, the engineers have significantly reinforced the area of the frame around the steering head on the 4-stroke models, reduced frame flex at the decisive points, substantially improved stability of the bike at high speeds, absolutely precise control of the front wheel.
High-end Renthal handlebars, extremely stiff tapering, extremely light, perfect
shape for an active riding position, MX handguards included
48 mm WP USD forks, state-of-the-art damping thanks to closed cartridge technology, highest bottoming resistance, supremely sensitive, extremely effective
2011 Husaberg FX450 - Specifications
USA MSRP: See Dealer for Current Pricing
Canada MSRP: See Dealer for Current Pricing
Engine
Engine type Single cylinder, 4-stroke
Displacement 449.3 cc
Bore/Stroke 95/63.4 mm
Compression ratio 11.8:1
Starter/Battery Electric starter/12V 7Ah/12V 7Ah
Transmission 6 gears
Fuel system Keihin EFI
Control 4 V/OHC with rocker levers
Lubrication Pressure lubrication with 2 oil pumps
Engine Oil Motorex, SAE 10W-50
Primary ratio 33:76
Secondary drive 13:52:00
Cooling Liquid cooling
Clutch Wet multi-disc clutch, hydraulically operated
Engine Management System Keihin
Chassis
Frame Double cradle perimeter design 25CrMo4
Subframe Cross-linked Polyethylene
Handlebar Renthal, Aluminium Ø 28/22 mm
Front suspension WP-USD Ø 48 mm Closed Cartridqe
Rear suspension WP-PDS DCC shock absorber
Suspension travel front/rear 300/335 mm
Front/rear brakes Disc brake Ø 260 mm/Disc brake Ø 220 mm
Front/rear rims 1.60 x 21'' DID/2.15 x 19'' DID
Front/rear tires 80/100-21''; 110/90-19''
Chain X-Ring 5/8 x 1/4"
Silencer Aluminium
Steering Head Angle 63.5°
Wheel base 1,475 ± 10 mm
Ground clearance 390 mm
Seat height 985 mm
Tank capacitiy approx. 8.5 litres
Weight (Ready to Race) approx. 112.8 kg
Source: totalmotorcycle
This collection of riders is founded on championships and looks to continue that tradition throughout 2011 in each the off-road disciplines.
Returning to Thor in 2011 is the star packed KTM Off-Road Team. The team consists of champions like Mike Brown (2009 WORCS Champion/2001 AMA 125 Champion), Kurt Caselli (2-Time WORCS Champion in 2007 & 2010), Kailub Russell (2009 and 2010 GNCC XC2 Class Champion), and Russell Bobbitt (2009 Enduro Champion).
If all those championships weren’t enough fire power already, the KTM Team picked up veteran Thor rider, Charlie Mullins (2010 Enduro Champion, and 2010 GNCC XC1 Runner up). Rounding out the team will be Cory Buttrick, who should also compete for podiums throughout the GNCC XC1 season and Enduro Series.
There are a couple of Monster Energy Kawasaki riders that should run out front on a weekly basis this season as well. Long time Thor rider, Destry Abbott returns to the team in 2011. The 5-time Hare & Hound Champion looks to be as busy as anyone. Abbott is preparing to ride not only the Hare & Hound series, but also the WORCS and EnduroCross series’ as well.
The youngster in the group looking to make a splash in 2011 is Monster Energy Kawasaki rider, Taylor Robert. The 2008 Pro 2 WORCS Champion is set to race both the WORCS and EnduroCross series’ in 2011.
Last, but definitely not least, is legendary off-road racer, Larry Roeseler. The multi-time national champion returns for 2011 to head up a Thor dealer ride, and continue his long time role assisting with Thor product development.
Below you can double check on which series you can find your favorite off-road rider. We’ll have plenty of off-road racing updates in 2011, and you can stay current by logging on to thormx.com and the Thor Facebook page.
DESTRY ABBOTT:
Hare & Hound, WORCS and EnduroCross
RUSSELL BOBBITT:
GNCC XC1 and Enduro
MIKE BROWN:
WORCS and EnduroCross
CORY BUTTRICK:
GNCC XC1 and Enduro
KURT CASELLI:
WORCS and Hare & Hound
CHARLIE MULLINS:
Enduro and GNCC XC1
TAYLOR ROBERT:
WORCS and EnduroCross
KAILUB RUSSELL:
GNCC XC1 Class
LARRY ROESELER:
Off-Road Legend will head up Thor off-road Dealer Rides
About Parts Unlimited
Parts Unlimited is the world’s largest distributor of aftermarket accessories in the powersports industry and is owned by LeMans Corporation headquartered in Janesville, Wisconsin. Parts Unlimited sells to over 12,000 dealerships world wide and continues to expand its market penetration with its sister companies, Parts Canada, Parts Europe and Drag Specialties.
Parts Unlimited continues to promote racing through its campaign WE SUPPORT THE SPORT®, helping to drive consumers to dealerships, while entertaining its dealers through hospitalities at the events it sponsors.
About Thor Motocross
Thor is one of the originators of motocross apparel. When Torsten Hallman made his first U.S trip to race and promote motocross in 1966, he inadvertently started to develop Thor riding gear. Thor is a hardcore, grass roots company that understands what it takes to reach the top and more importantly, how to stay there. It is one of a few companies with over 40 years experience in the motocross marketplace.
Thor, a house brand company for Parts Unlimited, combines design and marketing with superior distribution to reach it’s thousands of dealers and consumers priding ourselves on key selling features like quality, strength and performance. Thor is more than a brand. It is a lifestyle.
Source: bikeadviceusa.com
The inline four-cylinder motor has the same basic architecture as before, with the same 599cc and 67 x 42.5mm bore and stroke. It makes around the same power, but with more midrange torque. It has new cams, pistons and pentagonal ventilation holes in the block. Compression is up and each piston assembly is 78 grams lighter. A new lighter, close-ratio gearbox has a taller first gear and shorter ratios for second, third, fourth and sixth. The final drive is changed from a 17/45 to a 16/43. A new four-into-one exhaust has stainless steel down pipes, a butterfly valve to improve low and midrange power and a titanium end can. The whole system is l.7kg lighter.
Ride and Handling
The GSX-R600 gets a new twin spar aluminium frame with more built-in flex, which is lighter, shorter and narrower around the seat area. The new swingarm is lighter too. The overall chassis set-up is typical GSX-R: pliable and friendly, but now with a tougher edge. It’s not as stiff as an R6, ZX-6R or Daytona 675, but it gives masses of feedback and you feel very comfortable pushing to your limit straight away.
For the first time the GSX-R600 is fitted with lighter-weight Showa Big Piston Forks (BPF). Unlike the old units the new forks have lots of adjustment in them for hard track riding and give a good solid feel into the corners. The harder you use them the better they are. The new brakes are a revelation too and fade very little on track.
Equipment
The GSX-R600 is as well equipped as any other supersports machine, but electronics are restricted to a two-mode power map and an electronically adjustable, speed-sensitive steering damper. The lower of the two power maps has so little power you’d barely use it and the steering damper isn’t as good as a manually-adjustable aftermarket item. Compare and buy parts for the GSX-R600 in the MCN Shop.
Quality and Reliability
It’s too early to say how the GSX-R600 will stand the test of time, but previous models aren’t quite there when it comes to durability compared to its rivals. The paint is quite thin and liable to stone chips and unless you keep it in sparkling condition, some components can lose their shine. But reliability is never in question, the cycle parts are robust and the engine unburstable.
Value
It wasn’t that long ago when a new GSX-R600 cost way less than seven grand, so today’s prices seem a lot to pay for a 600. It’s also more expensive than all of its rivals aside from the R6 and the ABS version of the CBR600RR.
The 105bhp, liquid-cooled, 16v, inline-four cylinder 748cc motor is unchanged from the standard Z750’s. It’s fun enough when you’re in the mood, but you have to scream it for best results, as there’s little grunt to speak of. Overall, the motor feels flat, bland and breathless, more like a 600 than what you’d expect from a 750. Top speed is restricted by the size of your neck muscles. In the real world, that’s around 90mph.To put that into perspective, it’s a massive 45bhp down on a GSX-R750 and lacks the Suzuki’s midrange too. OK, it’s not fair to compare a budget middleweight (although costing seven grand it’s not that budget) with one of the best sports bikes on the planet, but the Z750R shouldn’t be that far off, especially when you consider the Street Triple R has similar power to the Daytona 675.
Ride and Handling
The Z750R features new forks (taken from the ’09 Z1000), rear shock, wheels, a lighter aluminium swingarm and radial Nissin four-piston front calipers. These new parts should offer a slight improvement in handling and braking over the standard Z750, but we haven’t ridden the two models back-to-back. What makes the riding experience so uninspiring is the Z750R’s weight. The non-ABS version, which we get in the UK, is 224kg wet, that’s 6kg more than the Z1000 and only 5kg lighter than a fully-fuelled BMW R1200GS.
Equipment
Chassis-mods aside, the Z750R is quite basic and doesn’t even come with fully-adjustable suspension, which is something you’d expect from an ‘R’ model. It does get a new dash and nose fairing, though. Compare and buy parts for the Z750 in the MCN Shop.
Quality and Reliability
There’s no reason to doubt the Z750R will go on-and-on, but the sheer weight of the machine suggests it’s not exactly made from the best components and materials money can buy.
Value
The Z750R is £500 more than the base model, but for newbie Kawasaki fans, you’re best heading for the brilliant ER-6N, which is lighter, has more character, is much more fun, no slower in the real world and a useful £1500 cheaper. If you’re more experienced and want more big bang for your buck and smiles aplenty, the similarly-priced Triumph Street Triple R is still the Daddy.
source: www.motorcyclenews.com
ENGINE
Engine Type 420cc liquid-cooled fuel-injected OHV wet-sump longitudinally mounted single-cylinder four-stroke
Bore And Stroke 86.5mm x 71.5mm
Induction Keihin 34mm throttle-body fuel-injection system
Ignition Full-transistorized type with electronic advance
Starter Electric with optional auxiliary recoil
DRIVE TRAIN
DRIVE TRAIN
Clutch Automatic
Transmission Five-speed with Reverse
Driveline Direct rear driveshaft
CHASSIS / SUSPENSION / BRAKES
CHASSIS / SUSPENSION / BRAKES
Front Suspension Independent double-wishbone; 6.3 inches travel
Rear Suspension Swingarm with single shock; 6.3 inches travel
Front Brakes Dual hydraulic disc
Rear Brake Sealed mechanical drum
Front Tire 24 x 8-12
Rear Tire 24 x 10-11
DIMENSIONS
DIMENSIONS
Length 80.9 inches
Width 46.1 inches
Height 45.1 inches
Wheelbase 49.2 inches
Seat Height 32.4 inches
Ground Clearance 6.5 inches
Turning Radius 8.9 feet
Curb Weight 547 lbs (Includes all standard equipment, required fluids and a full tank of fuel-ready to ride)
Fuel Capacity 3.5 gallons (including 1.0 gallon reserve)
OTHER
OTHER
Note No operator under age 16. Honda recommends that all ATV riders take a training course and read their owner's manual thoroughly.
Emissions Meets current California Air Resources Board (CARB) and EPA off-road emissions standards.
Available Colors Red, Olive
Model Id TRX420TM
FACTORY WARRANTY INFORMATION
FACTORY WARRANTY INFORMATION
Duration One year
Description Transferable limited warranty; extended coverage available with a Honda Protection Plan.
2011 Honda CBR250R Press Kit
January 19 2011
2011 CBR250R DEVELOPMENTCurrently, the fundamental order within the U.S. motorcycle market automatically ushers 250cc street bikes into the beginner-bike niche. However, it wasn't always so; plenty of longtime riders currently roaming the roads still recall how quarter-liter bikes evaded such tight pigeonholing decades ago. Moreover, in most markets around the world today, 250s serve as mainstream motorcycle transportation with plenty of merit to stand on their own. Also, up until the last few years, purpose-built 250cc race bikes continued to compete in AMA and World GP competition, providing spectators and competitors with good, tight racing action. As a rule, such machines offered good enough horsepower but really shined in terms of excellent handling and remarkably light weight.
And so Honda embarked upon a mission to build a modern-era 250cc street bike: The CBR250R, a machine that offers enough power response to produce an entertaining ride while truly shining in terms of sporty handling and light weight--all at an eminently affordable price. Such universal qualities appeal to all riders. In order to achieve such an outcome, the CBR250R design incorporates a slew of high-tech features--including 27 patented technologies within the engine and chassis.
CBR250R Engine Design
The CBR250R engine development took shape by aiming at a global single-cylinder design that transcends all boundaries; a next-generation four-stroke liquid-cooled powerplant that would deliver sporty and torquey performance not only at low engine speeds but also in the high-rpm range, while still being smooth-running. Economical operation in terms of fuel efficiency and simple servicing was also a must-have characteristic. In addition, light engine weight and compact dimensions would set the stage for superior handling traits.
To fulfill such sport performance requirements with an eye toward efficient operation, a dual overhead camshaft layout was selected as the valve actuation system. DOHC designs improve combustion efficiency by reducing the weight of the reciprocating portion of the valves. This design also allowed Honda's engineers great freedom in choosing the included valve angle, the port shape, and the shape of the combustion chamber--all key elements for optimal performance. In addition, the choice of a DOHC configuration contributed to improved product appeal as a sports bike as well as adding sheer performance.
In the CBR250R's valve train, a roller rocker arm was adopted in combination with the DOHC engine configuration--a world's-first application that has been patented. This unique combination produces a low-friction valve train with a smaller cylinder head and an ultra-compact layout for the roller rocker arm. The choice of a shim design for valve tappet adjustment reduced the rocker arm weight, while internal engine friction was further reduced by setting the valve spring load to a low level. For ease of maintenance and reduced operating costs, the valve shims can be replaced for valve adjustment maintenance without removing the camshafts. This design also allowed the engineers the freedom to incorporate a pent-roof combustion chamber with a narrow included valve angle for enhanced combustion characteristics.
To reduce the flow of blow-by gasses and minimize oil consumption, a spiny sleeve design was adopted for the cylinder sleeve. With this configuration, small spines have been added to the outer surface of the cylinder sleeve to improve cooling performance and help reduce distortion of the cylinder's inner shape. In addition, centrifugal casting allows a thin, uniform wall thickness, which aids weight reduction. For emissions reductions, an O2 sensor is combined with the built-in air injection (AI) system, and a catalyzer is fitted inside the exhaust pipe to comply with emissions standards.
Engine Performance
To enhance engine performance, a very oversquare, short-stroke engine (bore x stroke: 76mm x 55mm) was chosen to improve responsiveness. The resulting bore and stroke are commensurate to those of the CBR1000RR, Honda's high-performance supersport literbike. The 30mm intake valves are a mere half-millimeter smaller in diameter than those used in the CBR1000RR, while the 24mm diameters of the exhaust valves match exactly between the two bikes.
To reduce reciprocating weight and friction, the CBR250R piston carries a very short skirt and features a slick molybdenum coating. Friction was further reduced by creating light striations on the piston to facilitate retention of lubricating engine oil, lowering the tension of the piston rings, and applying a smooth, shot-peen-hardened finish to the piston pin. Another slick bit of design work further reduces engine friction: The cylinder centerline is offset from the center of the crankshaft 4mm toward the exhaust side. Doing so reduces the lateral resistance generated between the piston and the cylinder during the power stroke. Granted, it's a small increment, but it's an ingenious design element exemplifying attention to detail that yields free benefits.
To boost power output from low- through high-rpm ranges, charging efficiency was improved by straightening flow pathways from the air cleaner to the exhaust pipe. The valve stems have been made thin (4.5mm) so as to not impede intake and exhaust flow, although valve diameters are large for both sets of valves. This valve design is coupled with a wide opening angle and a high-lift cam to improve intake/exhaust efficiency. To achieve output characteristics that are easy to handle at low speed and smooth rev-up at high rpm, the intake/exhaust systems were thoroughly analyzed and tested to adopt the ideal port/pipe length and diameter.
In designing the crankshaft, no efforts were spared to reduce weight in order to lower the inertial mass while achieving additional weight reduction in the connecting rod. This new-generation crankshaft helps create an engine full of high-quality feel while maintaining high output. First, a metal bearing (half-split, press-fit) was chosen for the crank journal for the first time on a Honda single-cylinder motorcycle. A cast-iron bushing was selected for the crank bearing section in order to improve the rigidity of the crankcase housing and control changes in the crank journal's oil clearance arising from thermal expansion, while improving engine quietness at the same time.
Selection of a built-up -type crankshaft allows the big end of the connecting rod to use a low-friction roller bearing, and the optimal crank web shape was realized as a result of a computer analysis of strength and rigidity. In sum, these measures ensure high rigidity on a par with a solid-type crankshaft.
To reduce engine vibration, a primary balancer shaft is incorporated into this cutting-edge single-cylinder engine. It's placed so close to the crankshaft that the balancer weight passes between the two crank weights--a design that keeps the engine as compact as possible while helping improve mass centralization. Also, crankshaft rigidity is enhanced further and quietness is improved by placing the engine counterbalancer's driving gear on the right cover inside the clutch housing--a design that narrows the distance between the left/right crank bearings and efficiently places a load-bearing ball bearing at the tip of the crankshaft's right side.
Chassis
With the CBR250R chassis, Honda's engineers targeted agile handling, solid tracking and sporty, responsive steering traits as key objectives. Toward that end, the newly developed lightweight and compact engine, a short 53.9-inch wheelbase, an optimized front/rear weight distribution, and a focus on mass centralization all helped shape the CBR250R into a handling star. At the same time, weight reduction and reduced vehicle vibration were achieved by optimizing the position of the engine mounting points and the frame rigidity/flex balance.
The CBR250R engine bolts up to a diamond-configuration truss-braced twin-spar tubular steel frame that is lightweight while also offering plenty of frame rigidity for optimal handling. The 37mm front fork offers a generous 4.65 inches of travel, and the Pro-Link® single-shock rear suspension uses a linkage system to provide rising-rate travel characteristics for a soft, comfortable ride during the initial portions of travel, with the damping forces increasing progressively as wheel travel is extended. In addition, the shock offers five-position spring preload adjustability. Together, these components combine to provide impressively agile handling along with rider comfort.
Powerful braking capabilities come via a front brake consisting of a twin-piston floating caliper clamping down on a large, 296mm floating disc and a rear brake consisting of a big 220mm disc and a single-piston caliper. As an option, the CBR250R can be had with Combined ABS, which combines a front/rear-wheel interlocking brake system with an anti-lock brake system (ABS). This Combined ABS is a Honda-original brake system in which the front/rear-wheel connection generates a braking force distributed between both wheels when the brake pedal is actuated. However, for a more sporting response, when the front brake lever is applied, the front brake alone functions independently without actuating the rear brake.
The CBR250R with Combined ABS features a three-piston caliper in front, front/rear wheel speed sensors that detect the condition of the vehicle, and an ABS modulator with a built-in Electronic Control Unit. The ECU processes information from the wheel speed sensors and controls the flow of hydraulic pressure to the caliper. This advanced braking performance was achieved with an eye toward optimal handling by placing heavier items, such as the ABS modulator, near the bike's center of gravity.
Sporty riding ergonomics position the rider into a slight forward lean, just the right amount to help counter the oncoming airflow at about 50 mph and up, and there's plenty of legroom. Such a riding position proves eminently comfortable in just about every riding situation, and the roomy seating also makes it easier to maneuver the bike. The seat sits only 30.5 inches high, an easy reach to the ground that provides a rider-friendly perch especially suited to beginners. The fairing and windscreen combine to offer good coverage, forming an excellent still-air pocket that is arm to arm in width and up to about collarbone level on a 6-foot-tall rider. Also, the fairing and windscreen have been carefully shaped to produce a wind flow at freeway speeds that's smooth and free of turbulence and back-eddies. And this CBR has an ideal angle to the handlebars--it's very comfortable for long stints in the saddle.
Unmistakably supersport-inspired in its styling, the CBR250R's aggressively sculpted fairing sweeps up from the front of the bike to a slim, light and purposeful tail. The bike's lines are at once dynamic and sophisticated, communicating the machine's dual personalities: exciting small-capacity sportbike and practical all-rounder.
No doubt the new CBR250R serves as a very well-rounded package, a fantastic fit for riders new to the sport. It offers stellar handling along with satisfying power, which beginners will appreciate. The CBR's light weight pays dividends in all sorts of riding conditions, and it offers a power feel that is distinctly entertaining; a chassis that feels modern and up to date with crisp handling, sound suspension and strong brakes; and an extremely comfortable riding position that's both practical and sporty.
There's a reason racing machines are small and light; these are two qualities that make genuine racers so much fun to ride. The CBR250R puts these qualities to best use on the street.
CBR250R
The all-new 2011 CBR250R brings a fresh take on the fun side of motorcycling, one that will appeal to a wide range of riders. Beginners and experienced hands alike will key in on the extreme versatility of this sporty, easy-to-ride and affordable new offering from Honda.
Thanks to its extremely efficient 249cc liquid-cooled single cylinder engine--an all-new design featuring a sophisticated four-valve DOHC cylinder head, engine counterbalancer, PGM-FI fuel injection and more--this dependable and lightweight machine delivers nimble handling, a broad spread of easily accessible power and low operating costs all in one. Whether the day calls for a commute to work, quick trips around town or all-day explorations in the countryside, the CBR250R offers as much fun per mile as anything around, all at a price that just about anyone can afford.
Features/Benefits
- The sophisticated, all-new 249.4cc single-cylinder engine is thoroughly modern in design thanks to its dual overhead camshafts driven by a Hy-Vo-type chain, forked roller rocker arms, four-valve head, shim-style valve adjustment, counterbalancer shaft and liquid cooling.
- The CBR250R's single-cylinder engine produces a remarkably broad torque curve with peak torque generated at an easily accessible 7000 rpm. Peak horsepower kicks in at 8500 rpm, well before the 10,500-rpm redline--further testimony to the wide spread of power. Such power characteristics facilitate easy, responsive operation while also returning impressive fuel economy.
- The crankshaft runs in plain bearings for quieter operation, and the big end of the connecting rod spins in a needle bearing.
- Gear-driven counterbalancer shaft helps quell engine vibrations for rider comfort. It's located so close to the crankshaft that the balancer weight passes between the two crank weights to keep the engine as compact as possible while boosting mass centralization.
- Engine countershaft sits lower than the mainshaft to further reduce the front-to-back engine dimension.
- Programmed Fuel Injection (PGM-FI) continuously monitors several variables to ensure the correct fuel mixture for the existing riding and atmospheric conditions, thereby delivering optimal performance and remarkably crisp throttle response over a wide range of operating conditions, plus increased fuel economy.
- PGM-FI system incorporates an Idle Air Control Valve (IACV) to minimize torque reaction and smooth responses to small changes in throttle position. This is accomplished through gradual reductions of air and fuel intake when the throttle is opened and closed.
- Thanks to its single-cylinder configuration, the CBR250R incorporates a light, compact and fuel-efficient powerplant, resulting in an overall package that is remarkably compact and nimble for intuitive handling dynamics.
- The six-speed transmission works in concert with the engine's broad power delivery to produce quick acceleration plus admirable fuel economy during top-gear cruising.
- Diamond twin-spar steel frame plus a 37mm front fork and Pro-Link® single-shock rear suspension provide impressive handling and a comfortable ride.
- ABS version available for enhanced braking characteristics.
- Base weight of only 359 pounds gives the CBR250R outstanding maneuverability and helps instill rider confidence.
- Stylish full fairing with windscreen deflects the oncoming wind to boost rider comfort.
- Sporting ergonomics keep the rider perched in a well-balanced seating position to deliver a natural feel and comfortable stance even over daylong rides.
- Full-sized 17-inch cast wheels return big-bike feel and handling traits.
- Fuel capacity of 3.4 gallons gives the CBR250R a cruising range of more than 200 miles.
- An external fuel filter maximizes fuel tank capacity while also easing fuel filter maintenance.
- Grab rails on the tail section are designed to fit gloved hands, giving passengers a dedicated handhold while riding two-up.
- A handy underseat storage area adds to the CBR250R's versatility.
- Multi-function digital instrument pod includes speedometer, tachometer, engine temperature display, fuel gauge, clock, odometer and trip meter.
- Exciting colors: Metallic Black and Red/Silver.
- Passenger Seat Cowl
- Carbon Fiber Tank Pad
- Carbon Fiber Fuel Lid Cover
- Outdoor Cover
2011 Specifications
Model: CBR250R / CBR250R ABS
Engine Type: 249.4cc liquid-cooled single-cylinder four-stroke
Bore and Stroke: 76mm x 55mm
Compression ratio: 10.7:1
Valve Train: DOHC; four valves per cylinder
Induction: PGM-FI, 38mm throttle body
Ignition: Computer-controlled digital transistorized with electronic advance
Transmission: Six-speed
Suspension
Front: 37mm fork; 4.65 inches travel
Rear: Pro-Link single shock with five positions of spring preload adjustability; 4.07 inches travel
Brakes
Front: Single 296mm disc
Rear: Single 220mm disc
Optional ABS
Tires
Front: 110/70-17 radial
Rear: 140/70-17 radial
Wheelbase: 53.9 inches
Rake (Caster Angle): 25.0°
Trail: 95mm (3.74 inches)
Seat Height: 30.5 inches
Fuel Capacity: 3.4 gallons
Colors: Metallic Black, Red/Silver
Curb Weight*: 359 pounds / 368 pounds (ABS)
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
Meets current EPA standards.
Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.
Specifications subject to change without notice.
CBR250R Global Production Story
Avid Honda fans likely recall that American Honda first opened its doors way back in 1959. Here's a tougher Honda trivia question: When and where did Honda first produce products outside of Japan? Answer: In 1963, Honda began producing motorcycles in Belgium. Four years later, Honda cranked up production of motorcycles at another location--in Thailand--and this long-established source is where the all-new 2011 CBR250R originates. Next came production plants in Malaysia, Taiwan, Mexico, Indonesia, the Philippines, Brazil and Italy--all in the 1960s. It wasn't until 1979 that Honda began producing products in the USA. And now the total stands at 20 countries the world over where Honda has established manufacturing plants.
All of which underscores the fact that since its early years, Honda has focused on serving a global market. Naturally, consumer needs vary from region to region. Based on a commitment to build products close to the customer, Honda has steadily pursued local production. By focusing on localization early on, even in the areas of product development and sales, Honda has been able to respond to changes in product demand and supply more promptly, and quality and cost competitiveness have increased in each market. To deliver products that satisfy customers in all regions, Honda established a manufacturing system that responds to customer requests rapidly and with great flexibility at all production bases around the world.
The CBR250R will be launched by Thai Honda in 2011 as a global model for export to a wide range of places, including the ASEAN (Association of Southeast Asian Nations) countries, Japan, Europe, North America and Australia. The 5400 associates at Thai Honda have now reached an annual manufacturing capacity of 1.5 million motorcycles and scooters, and total motorcycle/scooter output from Thai Honda since 1967 far exceeds 18 million units.
Honda Worldwide Production Timeline (Outside Japan)
1963 - Motorcycle production begins in Belgium
1967 - Motorcycle production begins in Thailand
1969 - Motorcycle and automobile production begins in Malaysia
- Automobile production begins in Taiwan
1971 - Motorcycle production begins in Mexico
- Motorcycle production begins in Indonesia
1973 - Motorcycle production begins in the Philippines
1976 - Motorcycle production begins in Brazil
1977 - Motorcycle production begins in Italy
1979 - Motorcycle production begins in U.S.
1980 - Automobile production begins in U.S.
1985 - Motorcycle production begins in India
1986 - Motorcycle production begins in Canada
- Motorcycle production begins in Spain
- Power Products production begins in France
1988 - Automobile production begins in New Zealand
- Lawnmower production begins in Australia
1992 - Automobile production begins in U.K.
1994 - Automobile production begins in Pakistan
1996 - Automobile parts production begins in China
1998 - ATV production begins in U.S.
2006 - Motorcycle production begins in Argentina
- Motorcycle production begins in Pakistan
Authentic Kawasaki Accessories are available through Kawasaki dealers.
The Vulcan 900 Classic’s 903cc engine provides excellent performance, while rider floorboards complete with a heel and toe shifter enhance rider comfort.
The tank-mounted instrumentation includes a handy fuel gauge and an easy-to-read analog speedometer. And its 5.3-gallon fuel tank is the largest in its class.
The visual treats continue with curved cooling fins on the big, classic-looking V-twin, which bristles with modern touches inside including four-valve-per-cylinder performance and liquid-cooled reliability.
An engine counterbalancer works with the single-pin crankshaft to produce that distinctive guttural V-twin sound and feel, but without the annoying V-twin vibration.
Rugged and reliable belt final drive on the Vulcan 900 keeps the overall weight down, improves rear-end styling and provides the rider with additional customizing opportunities.
Not to mention the largest rear tire in its class also contributes to the Vulcan 900’s big bike feel.
The Vulcan 900’s low seat height and tapered seat do not discriminate against shorter riders. Comfortable enough for any distance, the front bucket seat flows nicely into the largest capacity fuel tank in its class, and the lower chassis rails provide a narrow shape for an abbreviated reach to the pavement – ideal for shorter riders. Meanwhile, the rear pillion pad makes it painless to share the two-wheeled experience. Wide handlebars, seat and floorboard layout offers an ideal ergonomic relationship, making for a relaxing mount.
Some of the other features that make the Vulcan 900 appealing to such a wide audience are a fork offset and rake designed for light, effortless maneuvering at low, in-town speeds. The 900 Classic is equipped with an auto-fast idle system that uses an rpm feedback relay to help ensure a fixed engine speed in all starting conditions. Its easy-to-control fuel injection makes ultra-low-speed riding surprisingly easy, and the abundant low-rpm torque provides thrilling roll-on acceleration. At home, around town or on the open road, this motorcycle is built for hour upon hour of riding pleasure.
Chrome rims are supported by 48 spokes and polished alloy hubs.
Single 300mm drilled front disc delivers impressive stopping power without hiding the front wheel’s good looks.
Rear 300mm disc ensures maximum braking control.
Second only to that of the VN2000, the massive 180 mm rear tire gives the rear of the bike a powerful image. (At 180 mm, this tire is wider than most large-displacement cruiser rear tires, including all of Kawasaki’s 1600cc models!)
Bodywork/StylingThe VN900 shares many of the long-and-low styling cues from the stunning VN2000. Easy to ride and very rider-friendly, the VN900 offers the look, feel and craftsmanship found in bigger cruisers. Whether rolling down the street or parked in front of a café, this is one sharp-looking machine.
The fuel tank and fenders follow the same design theme: twin valleys running the length of the bike.
The wide fuel tank tapers at the rear, contributing to the VN900’s curvaceous theme. The fuel tank’s curves have constantly varying radii, giving the bike a dynamism that is both powerful and smooth. Its hand-sculpted contours are pleasing to both the eye and to the touch.
At the seat, the fender is as wide as that of the VN2000, but it like the fuel tank it tapers elegantly at the rear.
Key Features
- New for 2011, retro-inspired whitewall tires emphasize the traditional look
- New for 2011, bold “brushed metal” graphic flows from front fender to tank to rear fender
- 903cc liquid-cooled V-twin offers an optimal balance of performance and maneuverability
- Digital fuel injection for precise throttle response and improved fuel economy
- Rider floorboards with heel and toe shifter enhance rider comfort
- 5.3-gallon fuel tank is largest in class
- Stylish tank-mounted instrumentation includes fuel gauge
- Fat 180-series rear tire is largest in class
- Efficient and stylish belt drive runs cleaner and requires less maintenance than a chain
903cc V-twin SOHC Engine
- Tuned to deliver a healthy dose of torque at low rpm
- Smooth and reliable
- Gear-driven balancer allows use of single pin crankshaft without excessive vibration
Four-valve Cylinder Head
- Provides maximum valve area for optimum flow, resulting in more power and more low-end torque
- Single overhead cam design is simple, lightweight and practical
- Extremely efficient intake tracts feature ports that narrow near the combustion chamber to increase intake flow speed for more efficient filling and increased torque
- Long intake tracts for great low-end response
Liquid and Air Cooling
- Exceptional thermal control with finned cylinders and cylinder head, combined with liquid-cooling
- Maintains consistent engine temperatures for long engine life and sustained power
- Automatic fan keeps things cool even in traffic
- Includes temperature warning light
Dual Slash-Cut Mufflers
- Big slash-cut mufflers look great and contain honeycomb catalyzers to reduce emissions
Positive Neutral Finder
- Just lift the shift pedal from first gear at a stop to easily find neutral, every time.
It’s clear that third-generation custom builder Zach Ness has learned well from his legendary grandfather and father. Yet Zach’s personal design style comes through on the Zach Ness Signature Series Vegas 8-Ball.
This understated yet stunning custom features several Ness accessories, custom paint and graphics by Zach, a custom leather seat and more.
Key Victory Zach Ness Vegas Key Features:
Ness holeshot engine covers: The Ness Holeshot styling theme is featured on the engine.
The same styling is also found on the handgrips and footpegs, giving the bike an integrated custom treatment. Numbered badges: Each limited-edition bike has a metal plate with the bike’s number, the Cory Ness logo and a facsimile of Cory’s autograph.
Custom stitched leather seat: Ride in style on the custom stitched leather seat created especially for the Zach Ness Signature Vegas 8-Ball.
Motorcycle Specifications:
2011 “Arlen Ness” Signature Series Victory Vision
* Black bodywork with blacked-out trim panels.
* “Scrolled Ness” styling is featured on: side panels, billet wheels, engine covers and hand grip ends.
* Ness accessories include: chrome billet grips, chrome billet shift and brake pegs, and oil line cover.
* Ness windshield graphic, Ness radio display and Ness ignition key graphic.
* Diamond-cut cylinders.
* Chrome driver and passenger floorboards.
* Chrome handlebars.
* Stitched-leather seat.
* Numbered plate on engine with facsimile of Arlen’s signature.
Pure Victory Accessories for the ANSS Victory Vision Include:
* Trunk Cargo Rack, Trunk Liner, Passenger Armrest Kit, and Saddlebag Liners.
* Stage 1 Exhaust, chrome accessories, backrests, auxiliary lighting, and more.
2011 “Cory Ness” Signature Series Victory Cross Country
* Sunset Red paint with Cory Ness-designed graphics.
* Custom handlebar.
* Ness accessories include: chrome grips, custom mirrors, billet passenger pegs, chrome shift and brake pegs, oil line cover, engine covers and Ness radio display.
* Diamond-cut cylinders.
* Chrome driver floorboards.
* Chrome shift and brake levers.
* Customized highway bars.
* Custom suede leather seat.
* Custom billet wheels.
* Numbered plate on engine with facsimile of Cory’s signature.
* Color-matched Lock & Ride Trunk available from Pure Victory.
* New Color-Matched Lock & Ride Trunk Available
* New Lock & Ride Trunk available as a Pure Victory accessory.
* Trunk can be installed or removed in seconds, without tools: Align its mounts, lock it in place, connect power cord and ride.
* Spacious trunk can hold two full-face helmets and have room to spare.
* Trunk features comfortable passenger backrest and two audio speakers.
* Trunk lid seals tight, is lockable and provides bike with a high-mounted taillight.
* Available trunk accessories: Passenger Armrest Kit, Trunk Cargo Rack, Trunk Liner.
Pure Victory Accessories for the CNSS Cross Country Include:
* Lock & Ride Trunk, Trunk Cargo Rack, Trunk Liner, Passenger Armrest Kit, and Chrome
* Saddlebag Protectors.
* Stage 1 Exhaust, chrome accessories, backrests, hard saddlebag accessories and more.
2011 “Zach Ness” Signature Series Victory Vegas 8-Ball
* Black suede paint with Zach Ness-designed graphics on the bodywork.
* Matte black frame.
* Ness handlebar crossbar.
* Ness custom billet wheels.
* Ness custom mirrors and oil line cover.
* Ness “Holeshot” billet handgrips, billet footpegs and engine covers.
* Chrome exhaust.
* Custom-stitched leather seat.
* Numbered plate on engine with facsimile of Zach’s signature.
Pure Victory Accessories for the ZNSS Vegas Include:
* New X-Bow and Tri-Pro Stage 1 Performance Exhausts.
* A wide range of grips, lower controls, covers and trim in chrome, billet or black finish.
* Windshields, backrests, saddlebags & other touring gear.
Improving on perfection. Specially developed suspension from Öhlins. Born from the highest levels of competition. Exquisitely made, fully-adjustable for you. Race inspired. Want more? Brembo monoblocs.
Look great. Stunning stopping power. Quickshifter. Shaving tenths. Distinctive graphics, carbon parts. That engine. 675cc. 125PS. Class beating torque. The ultimate trackday tool.
Taking the already sublime Daytona 675 as its base, Triumph’s engineers worked in conjunction with Swedish suspension specialists Ohlins to create a machine that would really be appreciated on the circuit by expert riders.
Ohlins contributed its revolutionary 43mm NIX30 forks, usually only found on the racetrack or ultra-exotic Italian machines, and its MotoGP developed TTX36 rear suspension unit, while radially-mounted monoblock calipers and radial master cylinder from Italian specialist Brembo were specified to ensure the Daytona 675R also has class-leading stopping power.
Further track-spec items included as standard on the Daytona 675R include a standard-fit quickshifter and a host of carbon fibre bodywork, including hugger, silencer heat shield and front mudguard. The Daytona 675R also utilizes the Daytona 675 fs comprehensive instrumentation, which includes a lap timer and programmable gear change lights.
Mechanically the Daytona 675R is identical to the standard Daytona 675, delivering 125PS at 12,600rpm with a class-leading 72Nm of torque making the Triumph engaging and flattering to ride quickly.
Visually, the iconic gold Ohlins suspension units make the Daytona 675R stand out from the pack.
Sporty new graphics include a unique Triumph tank script, while the special colour scheme further confirms the Daytona 675R fs premium status. The sparkling Crystal White bodywork is contrasted with a race style black belly pan and distinctive red subframe.
A range of official Triumph accessories are available for the Daytona 675R, including an Arrow slip on silencer, race style CNC machined levers and single seat cowl.
Designed to compete in the Supersport World Championship, the Daytona 675 comes dripping with racetrack technology straight out of the crate.
With a lightweight and narrow chassis, fully-adjustable front and rear suspension the Daytona 675 is composed on all surfaces, while top of the range brakes deliver eye popping stopping power.
The cycle parts are all of the highest level. Öhlins 43mm NIX30 forks and TTX36 rear shock come are developed from the white-hot heat of MotoGP competition, while the Brembo four-piston radial monoblock calipers offer mindblowing levels of stopping power and feel.
The comprehensive instrumentation includes a programmable gear change indicator, gear indicator and built in lap timer as standard, while a host of performance orientated accessories include a plug and play quickshifter, performance exhausts and even a full factory race kit.
Brakes:
Top of the range Brembo four-piston radial monoblock calipers proudly grip the Daytona 675R’s 308mm front brake discs and offer the ultimate stopping performance.
Suspension:
Those iconic gold coloured Öhlins 43mm NIX30 forks and TTX36 rear shock are the highly adjustable and the ultimate choice for the discerning track day aficionado.
Instruments
Comprehensive instrument panel features all the usual functions and includes a programmable gear shift indicator and inbuilt lap timer for those track sessions.
Sharp New Looks
The Daytona 675R sports a distinctive new look with an all-new colour scheme, red subframe and race style carbon fibre parts.