MOTO GUZZI Norge 1200

ENGINE

Type : 90° V-Twin, 4 stroke
Cooling system : air cooling
Displacement : 1,151 cc
Bore and stroke : 95 x 81.2 mm
Compression ratio : 9.8 : 1
Timing system : intake open 24° B.T.D.C.
intake close 52° A.B.D.C.
exhaust open 54° B.B.D.C.
exhaust close 22° A.T.D.C.
with valve clearance 1.5 mm
Maximum power : over 66 kW (95 HP) at 7,500 rpm
Maximum torque : over 100 Nm at 5,800 rpm
Fuel injection system / Ignition : Magneti Marelli IAW5A, α-n type; 2 Ø 45 mm throttle bodies, Weber IWP 162 injectors, Lambda control, twin spark ignition
Spark plug : internal NGK PMR8B (Long Life)
external NGK BPR6ES
Starting : electric
Exhaust system : stainless steel, 2 into 1 type with catalytic converter, height-adjustable muffler
Homologation : Euro 3

TRANSMISSION

Gears : 6 speed
Internal ratios
: 1^ 17/38 = 1 : 2.235
: 2^ 20/34 = 1 : 1.700
: 3^ 23/31 = 1 : 1.347
: 4^ 26/29 = 1 : 1.115
: 5^ 31/30 = 1 : 0.967
: 6^ 29/25 = 1 : 0.862
Lubrication : splash
Primary drive : helical teeth, ratio 24/35 = 1 : 1.458
Secondary drive : Compact Reactive Shaft Drive CA.R.C.; double universal joint with floating bevel gear, ratio 12/44 = 1 : 3.666
Clutch : dry

CHASSIS

Frame : tubular cradle, high tensile steel
Wheelbase : 1,495 mm
Trail : 120 mm
Rake : 25°
Steering angle : 32°
Front suspension : telescopic hydraulic fork with Ø 45 mm, preload adjustable
Front wheel travel : 120 mm
Rear suspension : single arm suspension with progressive linkage, rear shock absorber adjustable in rebound and pre-load (hydraulic)
Rear wheel travel : 140 mm
Front brake : double stainless steel floating disc, Ø 320 mm, 4 piston calipers - abs
Rear brake : single steel disc, Ø 282 mm, 2 piston caliper - abs
Wheels : three spokes, light alloy wheels, gravity casting
Front wheel : 3.50” x 17”
Rear wheel : 5.50” x 17”
Front tyre : 120/70 ZR17”
Rear tyre : 180/55 ZR17”

ELECTRICAL EQUIPMENT

Voltage : 12 V
Battery : 12 V – 18 Ah
Alternator : 12 V – 550 W at 2,000 rpm

DIMENSIONS

Length : 2,195 mm
Width (handlebars) : 870 mm
Height (dashboard) : 1,125 mm
Seat height : 800 mm
Minimum round clearance : 185 mm
Front footrest height : 377 mm
Dry weight : 246 kg
Fuel tank capacity : 23 litre
Reserve : 4 litre

MOTO GUZZI Grisso 1100

ENGINE

Type :air cooled, 90° V-Twin, 4 stroke
Displacement :1,064 cc
Bore and stroke :92 x 80 mm
Compression ratio :9.8 : 1
Valve gear :2 overhead valves operated by light alloy pushrods and rockers
Maximum power :64.8 KW (86.1 HP) at 7,600 rpm
Maximum torque :89 Nm at 6,400 rpm
Fuel system :Weber-Marelli electronic fuel injection with stepper motor control
Starting :electric
Ignition :inductive discharge, digitally controlled, electronic twin spark ignition
Exhaust system :stainless steel, 2 in 1, with three way catalyser and Lambda probe oxygen sensor
Homologation :Euro 3

TRANSMISSION
Gearbox :6 speed
Lubrication :splash
Primary drive :elical gears, ratio 24/35=1:1,458
Final drive :CA.R.C. Compact Reactive Shaft Drive
Clutch :dry

CHASSIS

Frame :double cradle, in high tensile strength tubular steel
Wheelbase :1,554 mm
Trail :108 mm
Steering head angle :26,30°
Steering angle :34°
Front suspension : Ø 43 mm upside down fork, fully adjustable in spring preload and compression and rebound damping
Front wheel travel 110
Rear suspension :single sided swingarm with rising rate linkages, monoshock with separate gas reservoir, fully adjustable in spring preload and compression and rebound damping
Rear wheel travel :110 mm
Front brake :twin Ø 320 mm stainless steel floating discs and two calipers with four opposed pistons
Rear brake :single Ø 282 mm stainless steel fixed disc and floating caliper with two parallel pistons
Wheels : chill cast aluminium alloy, triple hollow spoke
Front wheel :3.50” x 17”
Rear wheel :5.50” x 17”
Front tyre :120/70 ZR17”
Rear tyre :180/55 ZR17”

ELECTRICAL SYSTEM

Voltage: 12 V
Battery :12 V – 18 Ah
Alternator :12 V – 550 W

DIMENSIONS

Length :2,260 mm
Width :880 mm
Height :1,070 mm
Seat height :800 mm
Ground clearance :185 mm
Rider footrest height :375 mm
Dry weight :227 kg
Fuel tank capacity :17,2 litres
Reserve : 3,3 litres
Maximum speed : 200 Km/h

MOTO GUZZI Callifornia classic

Engine
Type 90° V-twin, 4 strokes
Cylinders Aluminium alloy with Gilnisil treatment
Pistons Forged with 2 inner liner and 1 oil control ring
Cooling system Air cooled
Displacement 1.064 cc
Bore and stroke 92 x 80 mm
Compression ratio 9,8 : 1
Timing system 2 overhead valves, moved by light alloy push rods and rocker arm
with mechanical tappets
Valve timing:
intake open 24° B.T.D.C.
intake closes 52° A.B.D.C.
exhaust open 42° B.B.D.C.
exhaust closes 22° A.T.D.C.
Maximum power 54 kW at 6.400 rpm
Maximum torque 94 Nm at 5.000 rpm
Fuel system Magneti Marelli IAW alfa-n system Multipoint phased sequential fuel injection;
2 nozzle holders of Ø 40 mm, with injectors Weber IW 031
Starting system Electric
Ignition Magneti Marelli IAW 15RC electronic digital ignition with inductive spark
Exhaust Steel, 2 tubes connected to an expansion room, that is connected to 2 steel mufflers. Catalyzed with Lambda probe (EURO 2)
Homologation Euro 3
Transmission
Gearbox 5 speed, costant mesh gears with built-in cush drive
Internal ratios 1° 14/28 = 1 : 2
2° 18/25 = 1 : 1,389
3° 21/22 = 1 : 1,048
4° 23/20 = 1 : 0,870
5° 28/21 = 1 : 0,750
Lubrification Forced lobes, with geared pump and pressure regulator
circuit capacity 2,7 kg
oil: AGIP RANCING 4T 5W40
Primary drive By helical gears, ratio: 17/21=1 : 1,235
Secondary drive Shaft drive
ratio: 8/33=1 : 4,125
Clutch Single disc, dry, with mechanical control
Chassis
Frame Detachable tubular duplex cradle in special high-strengh steel
Wheelbase 1.560 mm
Trail 116 mm
Rake 29°
Front suspension Marzocchi hydraulic telescopic fork, Ø 45 mm
Front wheel travel 140 mm
Rear suspension Swing arm with 2 hydraulic shock absorbers
Rear wheel travel 96 mm
Breaking system Integral braking system, with proportioning and delay
valve
Front brake Two Brembo Oro series stainless steel flooating, Ø 320 mm discs, with 4 piston calipers
Rear brake Single Brembo stainless steel fixed, Ø 282 mm disc, with 2 piston calipers
Pump cylinder diameter: Front pump Ø 13 mm
Rear pump Ø 16 mm
Caliper diameter: Front caliper Ø 34/30 mm
Rear caliper Ø 32/30 mm
Swept area: front 21,3 cm2 (for single disc), rear 23,4 cm2
Friction material type Ferrit 450
Wheels: spoked steel rims Behr

Front rim 2,50"x18"
Rear rim 4,00"x17"
Tyres Front 110/90 VB18"
Rear 150/70 VB17"
Electrical equipment
Voltage 12 V
Battery 12 V - 30 Amp/h
Alternator 12 V - 350 Watt
Headlight 12 V - 55/60 W
Tailight 12V - 5/21 W
Turn signals 12V - 10 W
Dimensions
Length 2.380 mm
Width 815 mm
Height 1.150 mm
Seat height 780 mm
Ground clearance 190 mm
Handlebar height 1.050 mm
Front footboard height 326 mm
Rear footboard height 385 mm
Steering angle 31° for both side
Dry weight 251 kg
Fuel tank type steel tank
Fuel tank capacity 19 litres
Reserve 4 litres
Colours Grigio Trend

MOTO GUZZI Bellagio

Engine
Type Four-stroke V 90 twin
Cooling system Air cooled
Displacement 935,6 cc
Bore and stroke 95 x 66 mm
Compression ratio 10
Timing system 2 valves per cylinder commanded by light alloy cam acting on rocker arm and mechanical tappets
Timing diagram: Intake valve opening 24 ° before upper TDC.
Intake valve closing 52 ° after lower TDC.
Exhaust valve opening 54 ° before lower TDC.
Exhaust valve closing 22 ° after upper TDC.
Maximum power 55 KW at 7,200 rpm
Maximum torque 78 Nm at 6,000 rpm
Fuel system Multipoint sequential electronic injection, Magneti Marelli IAW phased, alfa-n system; 2 Ø 40 mm throttle bodies with Weber IW 031 injectors
Starting system Electric
Ignition Digital electronic with Magneti Marelli IAW 15RC inductive discharge
Exhaust 2 stainless steel pipes connected to 1 expansion chamber connected to two chromed steel silencers; 3-way catalyser with Lambda probe.
Homologation Euro 3
Transmission
Gearbox 6 speed – constantly engaged cogs with integrated flexible couplings
Gear ratios 1st 17/38 = 1 : 2.235
2nd 20/34 = 1 : 1.7
3rd 23/31 = 1 : 1.348
4th 26/29 = 1 : 1.115
5th 31/30 = 1 : 0.968
6th 29/25 = 1 : 0.862
Lubrification Helicoidal gears, ratio 24/35 = 1 : 1.458
Primary drive Shaft drive, ratio 12/44 = 1 : 3.667
Secondary drive Shaft drive
ratio: 8/33=1 : 4,125
Clutch Dry mechanically operated twin plate
Chassis
Frame Very rigid high tensile steel tubular twin cradle
Wheelbase 1.570 mm
Rake 28°
Front suspension Marzocchi Ø 45 mm adjustable front forks
Front wheel travel 140 mm
Rear suspension Single swingarm with progressive action – single rebound adjustable shock absorber with easy to operate pre-load setting knob
Rear wheel travel 120 mm
Front brake Twin floating 320 mm stainless steel discs, floating Brembo calipers with 2 parallel pistons.
Rear brake Single 282 mm fixed stainless steel disc, floating Brembo calipers with 2 parallel pistons.
Wheels:
Spoked aluminium alloy (tubeless)

Front wheel: 3.5” x 18”
Rear wheel: 5.5” x 17”
Tyres Front tyre: 120/70 ZR 18 M/C (59W) TL Roadtec Z6
Rear tyre: 180/55 ZR 17 M/C (73W) TL Roadtec Z6
Electrical equipment
Voltage 12 V
Battery 12 V - 18 Amp/h
Alternator 12 V - 350 Watt
Dimensions
Length 2.270 mm
Width 890 mm
Height 1.310 mm
Seat height 780 mm
Ground clearance 150 mm
Handlebar height 1.050 mm
Dry weight 224 kg
Fuel tank capacity 19 litres
Reserve 4 litres

Gilera GP 800

Technical data

Engine type: four-stroke, liquid-cooled, 90° V twin, 4 valves per cylinder
Capacity: 839.3 cc
Fuel system: electronic injection
Starter: electric
Maximum power: 75 bhp at 7,250 rpm
Maximum torque: 76.4 Nm at 5,750 rpm
Frame: steel trellis, independent aluminium swingarm
Front suspension: hydraulic fork ø 41 mm, 122 mm travel; Rear: adjustable progressive monoshock, 133 mm travel
Front brake: 2 discs ø 300 mm, 2-piston calipers; Rear: disc ø 280 mm
Front tyre: 120/70 x 16; Rear: 160/60 x 15
Seat height: 780 mm
Fuel tank capacity: 18.5 litres (3 litre reserve)
Dry weight: 245 kg
Practical:
Colours: red or black
Warranty: 2 years parts and labour, unlimited mileage
Price: £6,499
Place of manufacture: Italy

BMW R 1200 R

Technical data

Engine type: air-cooled 4-stroke flat twin, 8 valves
Capacity: 1,170 cc
Fuel supply: electronic injection
Max. output: 109 bhp at 7,500 rpm
Max. torque: 115 Nm at 6,000 rpm
Gearbox: 6-speed
Drive: shaft drive
Frame: steel trellis, load-bearing engine
Front brakes: 2 discs (320 mm), 4-piston caliper; Rear: 265 mm disc (ABS and ASC optional)
Front tyre: 120/70 x 17; Rear: 180/55 x 17
Seat height: 800 mm
Fuel tank capacity: 18 litres
Dry weight: 198 kg
PRACTICAL:
Warranty: 2 years parts and labour, unlimited mileage
Price: £8,295

BMW R 1200 RT

Technical data

Engine: Air/oil-cooled 2-cylinder Boxer, 4 valves per cylinder
Capacity: 1,170 ccm
Feed: BMS-K electronic injection
Power: 110 hp at 6,250 rpm
Torque: 11.7 mkg at 6,000 rpm
Gearbox: 6-speed
Final drive: Shaft drive
Frame: Steel trellis, load-bearing engine
Suspensions: Front: Telelever; Rear: Paralever
Braking: Integral ABS (part-integral)
Petrol tank: 27 litres
Seat height: from 780 to 840 mm
Performances:
Maximum speed: 200 km/h
Average fuel consumption: 7 l/100 km
CO2 emission: 0,207 g/km
Colours: red, black or grey
Warranty: 2 years, parts and labour
Website: www.bmw-motorrad.com
Price: 16,450 €

A justified price
Of course the BMW RT 1200 comes at an elitist price tag, but this bike is a long term investment, with which you evidently intend to have a good time. The low loss in value over time also allows you to break even, but it is above all the seriousness of the design and execution which mean you sign the cheque with a big smile. It's a machine for serious bikers, which will appeal to all enlightened aficionados.

The steering stability demands of the MotoGP machine

One importance concept of the RC211V, which dominates the Grand-Prix fields with its amazing performance of over 240 horsepower and 330km/h top speed from the feather weight of 145kg, is “rider-friendly & easy-to-control for any rider”. In other words, the principles are such that the machine offers anything that the rider wants while eliminating anything that the rider doesn’t want. In the past, for example, the rider had to hold the machine on the road with all his might fighting relentless kickbacks from the road to prevent loss of tire grip while making a maximum use of the tremendous amount of engine power. Such a story is the history for the RC211V. Despite the enormous power, the output is efficiently transmitted to the road surface. The rider never gets tired, it’s easy to open the throttle, battling on the track doesn’t bother. The machine allows the rider to exhibit his full performance from the start through the final lap. That’s the kind of steering stability that RC211V pursued.

RC211V
Researches of the rotary damper, an optimum design
After the 2003 season, the new hydraulic steering damper has been employed for the RC211V. Concealed in the new-style fairing is the rotary steering damper, instead of a conventional telescopic steering damper. The rotary damper is compact, light in weight, and as the damping system is totally enclosed in the damper housing, it resists against external impacts, less affected by “oil chipping”, without a loss of damping force from warming of the hydraulic fluid. Another advantage of this design is that the system-control parts can be easily mounted around the steering axis. Inherent in the newly-developed rotary steering damper are many features such as the security, function-ability, promise in the future, etc.
2003 RC211V

2002 RC211V
Click picture to enlarge

Feedback to production motorcycles from RC211V
The RC211V, the champion machine of the MotoGP class, which is the pinnacle of the Grand Prix motorcycle racing, brings infinite influences and technical feedback for production motorcycles. The concept “easy to ride for any person” is based on our intent that we want to positively apply the techniques derived from RC211V to production motorcycles because being easy-to-ride and having high performance are ideal features of products for general consumers. Thus, the HESD, which has been developed by further improving the rotary steering damper, is now applied to the production super-sport machine CBR1000RR along with other new features such as the unit pro-link rear suspension, the PGM-DSFI, etc.

HESD (Honda Electronic Steering Damper)

Ensure steering stability by reducing kickbacks at high speeds, while maintaining light-effort handling at low speeds… To satisfy these two contradicting requirements, the development engineers at Honda’s Asaka R&D analyzed in depth the motorcycle handling characteristics and the front end shake triggered by a kickback from the road. The target set at the end of the painstaking researches was the development of an unprecedented steering damper having the damping force variable depending on the running conditions.


Key points of development
During the HESD development, elaborate analyses were exercised especially on the front end shake caused by kickback from the road. Such front end shake is one of the vibration phenomena (vehicle body behavior) during high speed running. Using the large-displacement, super-sport-type model, actual running tests were repeated to set targets for the minimum damping force for light-effort handling and the maximum damping force to reduce front end shake induced by kickback from the road. It has been revealed that the damping characteristics have to be altered depending on the speed and the acceleration to constantly maintain an optimum damping force under various running conditions.
Based on the above-mentioned findings and deriving from the rotary-type steering damper technology applied to the MotoGP machine RC211V, the world’s first, variable damping-type rotary steering damper “HESD”, that alters the flow resistance in the hydraulic damper by an electronic control system depending on the running conditions, has been developed to realize a steering damper having ideal damping characteristics.

HESD
Applied to CBR1000RR
The front end shake when passing on an uneven road surface is the cause of rider discomfort and fatigue. The super-sport motorcycle CBR1000RR, which inherits the DNA of the MotoGP machine RC211V, has been chosen as the first motorcycle to apply the world’s first HESD. With the HESD employed, the CBR1000RR offers to the rider both the sure-footed feeling in high-speed running including the situation on a race track and the light-effort handling at low speeds, thus satisfying rider demands.

Starting point of VTEC. Revolution responding type valve pausing mechanism "REV"

REV is a system to operate four valves in high speed revolution range in accordance with the revolution of engines and to reduce the number to two valves in low and medium speed revolution range. Pause the operation of valves on both inlet and exhaust sides at the rate of one each per cylinder. A sensor detects the revolution of engines. Four valve operation and two valve operation are automatically changed over, performing the separation and connection of locker-arms by the shift of hydraulic pistons built inside the locker-arms split into two. When four valves are in operation, high power is produced in high speed revolution range while two valves are put into operation, blow-by of fuel air mixture is reduced, so that flow velocity is improved. A high swirl effect and excellent filling efficiency will materialize power improvement in low and medium speed revolution range.

VTEC meeting with various requirements, such as practical use types and low fuel consumption types

VTEC engines started from the REV for motorcycles have undergone subsequently various evolutions. DOHC VTEC engines with switchover for valve timing and the amount of lift for intake and exhaust system aiming at high power and high torque. VTEC engines with a single cam shaft to drive intake valves, switching over low speed valve timing lift and high speed valve timing lift by attaching importance to the balance in the practical use range. Furthermore, VTEC-E engines, which attempted substantial improvement of fuel consumption by enabling lean burn, suspending one valve in low speed range, in addition to the driving by practical valve timing lift in medium and high-speed range. And, 3 STAGE VTEC engines were put out. Switchover was made literally into three stages, using three cams for low, medium and high-speed operations on air inlet side, suspending one valve at low speed operation and taking switchover motion to valve timing lift in medium speed and high-speed operations.
Intelligent new-generation engines, DOHC i-VTEC
Honda has further evolved VTEC and newly developed DOHC i-VTEC, reconciling low fuel consumption of world top class and clean exhaust gas and having high power and rich torque characteristics over the entire ranges. For this engine, highly intelligent valve timing lift mechanism, which combines Honda's original VTEC switching over valve timing and the amount of lift in accordance with the revolution ranges of engines with VTC (variable timing control) continually controlling the phase of air inlet valve timing in accordance with the load on engines.

From REV to VTEC. Variable Valve Control System ever evolving

It can be said that VTEC, the original Honda variable valve control system originated from REV, revolution responding type valve pausing mechanism, announced in 1983. Receiving the demand for high power for sports bike engines at that time, prior study was started to reconcile high power in high revolution range and excellent drivability and high efficiency from idling throughout all ranges. An epoch-making variable valve system came into being, which enables to switch over from two valves to four valves. This technology later developed into the variable valve timing mechanism, VTEC (variable valve timing and lift electronic control system), which forms the nucleus of automobile engines.


REV born from aiming at reconciliation of 200PS per liter and low revolution range performance
Honda CBR400F equipped with REV, marketed in 1983 Faced with the demand for high power for sports bike engines, a preceding study started off on the assumption of 200PS performance per liter and the development of mass production engines with drivability from the same idling as before. The assignments for the project were to achieve the target power performance and come up with countermeasures against power drop in low speed revolution range and improper idling. It was revealed in the analysis of these issues that the large bore ports for achieving high revolution and high power and for reducing air inlet resistance and the intake and exhaust system with a pleural number of intake and exhaust valves hindered obtaining good idling and low and medium speed revolutions.
An experiment conducted by forcibly stopping several multiple valves made it possible to confirm the stability of idling and a dramatic improvement in the power of low and medium speed revolution range. This was the starting point for the development of valve pausing mechanism (REV: Revolution-modulated valve control), which was applied to the CBR400F in 1983.

Characteristics of the HFT

A transmission system with a wide range of functions in a single unit, the HFT is a compact and highly efficient infinitely variable transmission system encompassing functions for starting, power transmission and shifting, all on a single shaft. The basic configuration of the system consists of an oil pump for converting engine power into hydraulic pressure, and an oil motor for converting the hydraulic pressure back into power for output. Both are made up of multiple pistons, a distributor valve and a swash plate for piston operation, while the cylinders are integrated into the output shaft, forming the characteristic structure of the HFT.

The HFT also features the world’s first* lockup mechanism for an infinitely variable hydraulic mechanical transmission. When cruising, this lockup mechanism works to minimize transmission efficiency losses, contributing to improved fuel economy.

Honda Develops HFT, a New Automatic Transmission System for Motorcycles

TOKYO, Japan, October 4, 2007–Honda Motor Co., Ltd. announced that it has developed the Human-Friendly Transmission (HFT), a new automatic transmission system for motorcycles using Honda’s own infinitely variable hydraulic mechanical transmission. Easy to operate, the HFT realizes outstanding relaxed riding comfort, riding feel with direct response and excellent transmission efficiency. The HFT will be installed on the DN-01, a new motorcycle scheduled for market launch to be introduced at the 40th Tokyo Motor Show.


With Honda's own infinitely variable hydraulic mechanical transmission, this HFT realizes the lightweight and compact configuration required for motorcycles. To meet the wide range of rider needs, HFT offers a selection from two fully automatic shifting modes—D mode for ordinary riding and S mode for a sporty riding experience—or the 6-speed manual mode, which gives riders the option of riding with a manual transmission feel. The HFT creates a unique riding feel through easy operation, ranging from relaxed and laid-back riding to nimble and sporty with direct throttle response.

With the aim of providing products useful in the every day lives of customers, Honda has developed and sold motorcycles equipped with easy-to-operate automatic riding technologies. As a pioneer in the era of automatic systems, Honda launched the Super Cub C100 in 1958, equipped with an automatic centrifugal clutch mechanism, which allowed riding without the need of clutch operation. The Eara (750cc), released in 1977, was a first large-sized motorcycle featured a torque converter in Japan. In 1980, Honda put the Tact on the market, a machine equipped with the Honda original continuously variable transmission, the V-Matic, and Honda has continued to develop a variety of new mechanisms up into the present.

Two Liters! Kawasaki's 2053cc V-Twin Motorcycle

Kawasaki's 2053cc Vulcan just redefined the term "big twin motorcycle." By Art Friedman.

The Kawasaki Vulcan 2000 has erupted onto the cruiser stage, instantly rewriting the standards and expectations for the rest of the players in the cruiser motorcycle drama.

I have seen, sat on, and heard the motorcycle, and I am impressed by it for much more than its considerable displacement. It sounds good, looks better, and, if Kawasaki's representatives are only exaggerating a lot, it will rip the lungs out of all the other big twins on the market. It has clearly been designed from the ground up to satisfy the requirements of American cruiser enthusiasts. And the price will be just $14,499.

The 52-degree engine uses four valves per cylinder with pushrod operation and semi-dry-sump lubrication to keep the engine height to a minimum (just a tenth-inch taller than the 1600). Each valve has its own hydraulic adjuster. Induction is via fuel injection with a pair of 46mm throttle bores serving the engine, which claims the widest cylinder bores (103mm with a 123.2mm stroke) with in motorcycling. The top portion of the cylinders are liquid-cooled, but the bottom is air-cooled, which gives the cylinders a tapered shape. Each cylinder has two pushrod tubes on the right, and large external chromed oil lines provide a similar visual elementon the left. Dual counterbalancers keep it smooth.

Final drive is by a wide belt on the left, which requires a third shaft behind the gearbox to drive it. This also serves to make the engine longer and fill some of the space between the axles, listed at 68.3 inches as delivered.. The primary drive is via a chain on the left with a geared secondary drive on the right. Kawasaki lists the seat height at 26.8 inches. Dry weight is given as 750 pounds.

Visually, the bike is stunning, with great detailing and flowing lines. The big four-beam headlight is sure to be controversial, but it instantly grew on me. In fact, it was one of my favorite things about the motorcycle when I saw it in the flesh, the feature that visually sets the bike apart from the crowd. In profile, the top line of the headlight nacelle/fork cover flows into the line of the tank-top speedometer housing. The tank holds 5.5 gallons. A single-damper preload-adjustable shock with eight-step rebound damping is offset to the right side of the frame under the seat to make room for the battery and offers 3.9 inches of travel. The steering head is angled at 32 degrees, and front wheel tral is 7.2 inches. Stout 49mm legs are used in the fork to provide 5.9 inches of travel. Cast wheels are used at both ends. The front is stopped by dual discs and four-piston calipers, and the rear carries a fat 200/60R16 tire. The front is a 150/80R16, and both are radials. Though the Vulcan 2000 does not carry the "Classic" name, it is styled in that vein, with low, wide lines, floorboards, fat fork legs, etc.

They should appear in dealers this spring.

Obviously this will be the first of a series of motorcycles to use this engine design, and we expect one of them to be a touring-oriented machine, with trunk and a fork-mounted fairing. It will be interesting to see how Kawasaki's competitors react to the Vulcan 2000. Those bikes in the 1500cc range suddenly seem like middleweights. Yamaha's Road Star will probably be the hardest hit, but even Harley will have to think about the displacement of its "big" twins.

The December issue of Motorcycle Cruiser magazine, on newsstands in early November, will have additional details and information about Kawasaki's new maximum twin.

KAWASAKI Vulcan 1600 Mean strek

Specifications

Engine Four-stroke, liquid-cooled, SOHC, four valves per cylinder, 50-degree V-twin
Displacement 1,552cc / 95ci
Bore x stroke 102.0mm x 95.0mm
Compression ratio 9.0:1
Cooling Liquid
Induction Digital fuel injection with dual 40mm throttle bodies
Ignition Dual Plug TCBI with digital advance
Transmission Five-speed
Final Drive Shaft
Frame High-tensile steel, double cradle
Rake / trail 32 degrees/ 5.7 in.
Front Suspension / wheel travel 43mm inverted cartridge fork / 5.9 in.
Rear Suspension / wheel travel Dual air-assisted shocks with four-way rebound damping / 3.4 in.
Tire, front 130/90x17
Tire, rear 170/60x17
Brakes, front / rear Dual 320mm hydraulic discs with radial-mount four-piston calipers / 300mm disc
Overall length 94.9 in.
Overall width 33.5 in.
Overall height 43.3 in.
Seat height 27.6 in.
Dry weight 640 lbs.
Fuel capacity 4.5 gal.
Wheelbase 67.1 in.
Colors Candy Fire Red, Special Edition: Metallic Diablo Black
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

KAWASAKI Vulcan 2000

Specifications

Engine Four-stroke, 52-degree V-twin, dual cams, eight valves
Displacement 2053 cc/125ci
Bore and Stroke 103.0 x 123.2 mm
Maximum Torque 141 lb-ft @ 3,000 rpm
Cooling Liquid, plus cooling fins
Compression Ratio 9.5:1
Induction Digital fuel injection, dual 46mm Keihin throttle bodies
Ignition TCBI with Digital Advance
Transmission 5-Speed
Rake/Trail 32°/7.2 in.
Suspension, Front / Wheel Travel 49mm telescopic fork / 5.9 in.
Suspension, Rear / Wheel Travel Triangulated steel tube swingarm with direct-action single shock, fully-adjustable spring preload, eight-way rebound damping / 3.9 in.
Front Tire Size 150/80-16
Rear Tire Size 200/60-16
Wheelbase 68.3 in.
Front Brake Type Dual 300mm Discs with 4-Piston Calipers
Rear Brake Type 320mm disc with dual-piston caliper
Fuel Tank Capacity 5.5 gal.
Ground Clearance 5.3 in.
Seat Height 26.8 in.
Dry Weight 750 lb.
Overall Length 99.8 in.
Overall Width 40.4 in.
Overall Height 45.5 in.
Color Metallic Diablo Black
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

KAWASAKI vulcan 2000 classic

Specifications

Engine Type Four-stroke, 52-degree V-twin, dual cams, eight valves
Displacement 2,053cc/125ci
Bore and Stroke 103.0 x 123.2 mm
Maximum Torque 141 lb-ft @ 3,000 rpm
Compression Ratio 9.5:1
Cooling Liquid, plus cooling fins
Induction Digital fuel injection, dual 46mm Keihin throttle bodies
Ignition TCBI with Digital Advance
Transmission 5-Speed
Frame Steel, double-cradle with box-section single-tube backbone
Rake/Trail 32°/7.2 in.
Suspension, Front / Wheel Travel 49mm telescopic fork / 5.9 in.
Suspension, Rear / Wheel Travel Triangulated steel pipe swingarm with direct-action single shock, fully-adjustable spring preload, eight-way rebound damping / 3.9 in.
Front Tire Size 150/80-16
Rear Tire Size 200/60-16
Wheelbase 68.3 in.
Front Brake Type Dual 300mm Discs with 4-Piston Calipers
Rear Brake Type 320mm Disc with dual-Piston Caliper
Fuel Tank Capacity 5.5 gal.
Seat Height 26.8 in.
Dry Weight 750 lb.
Overall Length 99.8 in.
Overall Width 40.4 in.
Overall Height 45.5 in.
Ground Clearance 5.3 in.
Color Metallic Diablo Black, Atomic Silver
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

KAWASAKI Vulcan 2000 classic LT

Specifications

Engine Four-stroke, liquid cooled, OHV, four-valve cylinder head, 52 degrees V-twin
Displacement 2,053 cc (125ci)
Bore x stroke 103.0 x 123.2mm
Maximum torque 141 lb-ft @ 3,000 rpm
Compression ratio 9.5:1
Carburetor DFI with Keihin 46mm throttle bodies (2)
Ignition TCBI with Digital Advance
Transmission Five-speed with positive neutral finder
Final drive Belt
Rake / trail 32 degrees / 7.2 in.
Wheel travel, front 5.9 in.
Wheel travel, rear 3.9 in.
Tire, front 150/80-16
Tire, rear 200/60-16
Wheelbase 68.3 in.
Suspension type, front 49mm hydraulic telescopic fork
Suspension type, rear Single shock, eight-way rebound damping
Brakes, front Dual 300mm discs with four-piston calipers
Brakes, rear Single 320mm disc with two-piston caliper
Fuel capacity 5.5 gal.
Seat height 26.8 in.
Dry weight 796 lbs.
Color choices Two tone: Metallic Ocean Blue / Neutron Silver, Two tone: Candy Cardinal Red / Atomic Silver
Good Times™ Protection Plan 12, 24, 36 or 48 months
Warranty 24 Months

KAWASAKI Versys

Specifications

Engine Type Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement 649 cc
Bore & Stroke 83.0 x 60.0 mm
Compression Ratio 10.6:1
Maximum Torque 44.9 lb/ft @6,800 rpm
Cooling Liquid
Fuel Injection Digital fuel injection with two 38mm Keihin throttle bodies
Ignition Digital CDI
Transmission 6-Speed
Final Drive O-Ring Chain
Frame Semi-double cradle, high-tensile steel
Rake/Trail 25°/4.3 in.
Front Tire Size 120/70-17
Rear Tire Size 160/60-17
Wheelbase 55.7
Front Suspension / wheel travel 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear Suspension / wheel travel Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front Brake Type Dual 300mm petal discs with two-piston caliper
Rear Brake Type Single 220mm petal disc with single-piston caliper
Fuel Tank Capacity 5.0 gal.
Seat Height 33.1
Dry Weight 399 lbs.
Overall length 83.7 in.
Overall width 33.1 in.
Overall height 51.8 in.
Color Passion Red
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

KAWASAKI ZZR 600

Specifications

Engine Four-stroke DOHC inline four, 16 valves
Displacement 599cc
Starting Electric
Bore x stroke 66.0 x 43.8mm
Compression ratio 12.8:1
Cooling Liquid
Carburetion (4) Mikuni BDSR 36R
Ignition Digital
Transmission Six speed
Final drive Chain
Frame Aluminum perimeter design
Rake / trail 23.5 degrees / 3.7 in.
Front suspension / wheel travel 46mm Cartridge Front Fork, fully adjustable / 4.7 in.
Rear suspension / wheel travel UNI-TRAK® rear linkage, 20-way compression and rebound damping, ride height adjustment / 5.3 in.
Front tire 120/65ZR17
Rear tire 180/55ZR17
Front brakes 300mm dual hydraulic disc with six-piston calipers
Rear brake Single 220mm disc with single-piston caliper
Overall length 79.9 in.
Overall width 28.7 in.
Overall height 46.3 in.
Seat height 32.3 in.
Ground clearance 5.7 in.
Dry weight 377 lbs.
Wheelbase 55.1 in.
Fuel capacity 4.8 gal.
Color choices Ebony or Candy Plasma Blue
Good Times™ Protection Plan 12, 24, 36 or 48 months
Warranty 12 Months
* Model not available in California

KAWASAKI Z1000

Specifications

Engine Type 4-Stroke, Liquid-Cooled, DOHC, 4-Valve, 4-Cylinder
Displacement 953 cc
Bore & Stroke 77.20 x 50.9 mm
Maximum Torque 72.8 lb/ft @ 8,200 rpm
Compression Ratio 11.2:1
Fuel Injection DFI® with four 36mm Keihin throttle bodies, oval sub-throttles, ultra-fine atomizing fuel injectors
Ignition TCBI Digital Advance
Transmission 6-Speed
Final Drive X-Ring Chain
Frame Type Backbone, high-tensile steel tubes and cast aluminum engine sub-frame
Rake/Trail 24.5 deg. / 4.0 in.
Front Suspension/Wheel Travel 41m inverted cartridge fork with stepless rebound damping and adjustable spring preload / 4.7 in.
Rear Suspension/Wheel Travel Bottom-Link Uni-Trak with gas-charged shock, stepless rebound damping and adjustable spring preload / 5.9 in.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/50 ZR17
Wheelbase 56.9 in.
Front Brake Type Dual 300mm petal rotors with radial-mount four-piston calipers
Rear Brake Type Single 250mm petal rotor with single-piston caliper
Fuel Tank Capacity 4.9 gal.
Seat Height 32.3 in.
Overall Length 82.3 in.
Overall Width 30.7 in.
Overall Height 41.9 in.
Color Pearl Crystal White
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

Honda CRF250R

ENGINE

Engine Type 249cc liquid-cooled single-cylinder four-stroke
Bore and Stroke 78.0mm x 52.2mm
Compression Ratio 12.9:1
Induction 40mm Keihin flat-slide
Ignition CD

DRIVE TRAIN

Transmission Close-ratio five-speed
Final Drive #520 chain; 13T/51T

CHASSIS / SUSPENSION / BRAKES

Front Suspension 47.0mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4-inch travel
Rear Suspension Pro-Link Showa single-shock with spring preload, 13-position [low-speed] and 3.5-turn [high-speed] compression damping and 17-position rebound damping adjustability; 12.4-inch travel
Front Brakes Single-disc with twin-piston caliper
Rear Brake Single-disc
Front Tire 80/100-21
Rear Tire 100/90-19

DIMENSIONS

Rake 27.9 degrees
Trail 125 mm (4.9 inches)
Wheelbase 58.2 inches
Seat Height 38.0 inches
Ground Clearance 14.2 inches
Curb Weight 227 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)
Fuel Capacity 1.9 gallons

OTHER

Available Colors Red, Black (2008 Special Color, Limited Availability)
Model ID CRF250R

Honda CRF450R

ENGINE

Engine Type 449cc liquid-cooled single-cylinder Unicam four-stroke
Bore and Stroke 96.0mm x 62.1mm
Compression Ratio 12.0:1
Induction 41.0mm Keihin® flat-slide
Ignition CD

DRIVE TRAIN

Transmission Close-ratio five-speed
Final Drive #520 chain; 13T/48T

CHASSIS / SUSPENSION / BRAKES

Front Suspension 47.0mm inverted Showa® cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4-inch travel
Rear Suspension Pro-Link® Showa single-shock with spring preload, 13-position [low-speed] and 3.5-turn [high-speed] compression damping and 17-position rebound damping adjustability; 12.5-inch travel
Front Brakes Single-disc with twin-piston caliper
Rear Brake Single-disc
Front Tire 80/100-21
Rear Tire 100/90-19

DIMENSIONS

Rake 26.76 degrees
Trail 111.4 mm (4.3 inches)
Wheelbase 58.6 inches
Seat Height 37.6 inches
Ground Clearance 13.4 inches
Curb Weight 238 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)
Fuel Capacity 1.9 gallons, including .07 gallon reserve

OTHER

Available Colors Red, Black (2008 Special Color, Limited Availability)
Model ID CRF450R

Honda Shadow Spirit 750 (VT750C2)

ENGINE

Engine Type 745cc liquid-cooled 52-degree V-twin
Bore and Stroke 79mm x 76mm
Compression Ratio 9.6:1
Valve Train SOHC; three valves per cylinder
Induction Single 34mm constant-velocity carburetor
Ignition CD with electronic advance, two spark plugs per cylinder

DRIVE TRAIN

Transmission Wide-ratio five-speed
Final Drive Shaft

CHASSIS / SUSPENSION / BRAKES

Front Suspension 41mm fork;4.6 inches travel
Rear Suspension Dual shocks with five-position spring preload adjustability;3.5 inches travel
Front Brake Single 296mm disc with twin-piston caliper
Rear Brake 180mm Drum
Front Tire 90/90-21
Rear Tire 160/80-15

DIMENSIONS

Rake 34-degree 30'
Trail 158mm (6.2 inches)
Wheelbase 65.0 inches
Seat Height 25.7 inches
Curb Weight TBD
Fuel Capacity 3.7 gallons, including 0.9-gallon reserve

OTHER

Emissions Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment
Available Colors Black, Metallic Silver, Candy Dark Red/Flame, Ultra Blue Metallic/Flame, Metallic Silver/Flame
Model ID VT750C2

FACTORY WARRANTY INFORMATION
1 year Coverage of defects in materials and workmanship

Honda Shadow Aero

ENGINE

Engine Type 745cc liquid-cooled 52-degree V-twin
Bore and Stroke 79.0mm x 76.0mm
Compression Ratio 9.6:1
Valve Train SOHC; three valves per cylinder
Induction Single 34.0mm CV type
Ignition CD with electronic advance, two spark plugs per cylinder

DRIVE TRAIN

Transmission Wide-ratio five-speed
Final Drive Shaft

CHASSIS / SUSPENSION / BRAKES

Front Suspension 41.0mm fork; 4.6-inch travel
Rear Suspension Dual shocks with five-position spring preload adjustability; 3.5-inch travel
Front Brake Single 296.0mm disc with twin-piston caliper
Rear Brake 180.0mm Drum
Front Tire 120/90-17
Rear Tire 160/80-15

DIMENSIONS

Rake 34-degree
Trail 161mm (6.3 inches)
Wheelbase 64.5 inches
Seat Height 25.9 inches
Curb Weight TBD
Fuel Capacity 3.7 gallons, including 0.9-gallon reserve

OTHER

Emissions California version differs slightly due to emissions equipment.
Available Colors Black, Candy Dark Red, Black/White, Candy Dark Red/White, Metallic Silver/Black
Model ID VT750C

FACTORY WARRANTY INFORMATION
1 year Coverage of defects in materials and workmanship

KTM 990 Adventure S

Engine
Engine type Twin cylinder, 4-stroke, V 75°
Displacement 999 cc
Bore x stroke 101 x 62.4 mm (3.98 x 2.46")
Performance (homologated) 72 kW @ 8500 rpm
Max. torque 95 Nm @ 6500 rpm
Compression ratio 11.5:1
Starter E-Starter
Transmission 6 gears, dog-clutch engagement
Fuel Mixture Generation Electronic fuel injection
Control 4 V / DOHC
Lubrication Pressure lubrication
Engine lubrication Motorex Power Synt 4T 10W50
Primary drive 67:35
Final drive 17:42
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS

Chassis
Frame Tubular chromoly space frame, powder-coated
Subframe Aluminium
Handlebar Renthal Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock PDS with hydr. spring preload
Suspension travel front / rear 265 / 265 mm (10.43 / 10.43")
Front brake 2 x Brembo two piston, floating caliper, 2 x floating brake disc Ø 300 mm (11.81")
Rear brake Brembo single piston, floating caliper, floating brake disc Ø 240 mm (9.45")
Rims, front / rear 2.15 x 21"; 4.25 x 18"
Tires, front / rear 90/90-21"; 150/70-18"
Battery 12 V / 11.2 Ah
Main silencer 2 x premium steel with three-way-catalyser
Steering head angle 63.4°
Trail 119 mm (4.69")
Wheel base 1570 mm (61.81")
Ground clearance (unloaded) 316 mm (12.44")
Seat height 915 mm (36.02")
Fuel capacity approx. 22 Liters (5.81 gal)
Weight (dry) approx. 199 kg (438.7 lbs)

KTM 640 Adventure Traveler's edition

Engine
Engine type Single cylinder, 4-stroke
Displacement 625 cc
Bore x stroke 101 x 78 mm (3.98 x 3.07")
Performance (homologated) 40 kW @ 7000 rpm
Max. torque 55 Nm @ 5500 rpm
Compression ratio 11.7:1
Starter / Battery Kickstarter/E-Starter / 4 Ah
Transmission 5 gears, dog clutch engagement
Carburetor Mikuni BST 40
Control 4 V / OHC with roller rocker levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication Motorex Power Synt 4T 10W50
Primary drive 31:79
Final drive 16:42
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan digital DC-CDI

Chassis
Frame Chromium-molybdenum, powder-coated
Subframe Chromium-molybdenum, powder-coated
Handlebar Magura aluminium, conified
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock
Suspension travel front / rear 275 / 300 mm (10.83 / 11.81")
Front brake Double disc, 300 mm (11.81")
Rear brake Brembo 1-piston floating caliper, 220 mm disc (8.66")
Rims, front / rear 2.15 x 21"; 2.50 x 18"
Tires, front / rear 90/90-21"; 140/80-18"
Battery 12 V / 8.6 Ah
Main silencer Premium steel HGS 4
Steering head angle 62.5°
Trail 124 mm (4.88")
Wheel base 1510±10 mm (59.45±0.39")
Ground clearance (unloaded) 315 mm (12.4")
Seat height 945 mm (37.2")
Fuel capacity approx. 25.5 liters (6.74 gal)
Weight (no fuel) approx. 158 kg (348.3 lbs)

KTM 450 SMR

Engine
Engine type Single cylinder, 4-stroke
Displacement 449.4 cc
Bore x stroke 95 x 63.4 mm (3.74 x 2.5")
Compression ratio 12:1
Starter Kickstarter
Transmission 6 gears, dog-clutch engagement
Carburetor Keihin MX FCR 41
Control OHC
Lubrication Pressure lubrication with 2 eaton pumps
Engine lubrication Motorex Power Synt 4T 10W50
Primary drive 33:76
Final drive 14:45
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan digital 4K-3A

Chassis
Frame Double ground, chrommoly-steel frame, powder-coated
Subframe Aluminium
Handlebar Tapered Renthal aluminium, Ø 28/22 mm
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock PDS
Suspension travel front / rear 285 / 310 mm (11.22 / 12.20")
Front brake Magura 4-piston, radially fixed caliper, brake disc Ø 310 mm (12.20")
Rear brake Brembo single-piston floating caliper, brake disc Ø 220 mm (8.66")
Rims, front / rear 3.5 x 17"; 5.0 x 17"
Tires, front / rear 120/75-17"; 165/55-17"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Trail 90 mm (3.54"
Wheel base 1481±10 mm (58.31±0.39")
Ground clearance (unloaded) 310 mm (11.22")
Seat height 855 mm (33.66")
Fuel capacity approx. 7 liters (1.85 gal)
Weight (no fuel) approx. 108.5 kg (239.2 lbs)

KTM 1190 RC8

Engine
Engine type 2-cylinder, 4-stroke, V75°
Displacement 1,148 cc
Bore x stroke 103 x 69 mm
Performance (homologated) 113 kW @ 10,000 rpm
Max. torque 120 Nm @ 8,000 rpm
Compression ratio 12.5:1
Starter / Battery Electric Starter / 12 V 11.2 Ah
Transmission 6 gears, dog clutch engagement
Fuel Mixture Generation Keihin EFI (throttle body 52 mm)
Control 4 V / DOHC
Lubrication Dry sump, pressure lubrication with 2 Eaton pumps
Engine lubrication 10W50
Primary drive 40:76
Final drive 17:37
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS

Chassis
Frame Chromoly trellis frame, powder-coated
Subframe Aluminum 7020
Handlebar Aluminium stump handlebar
Front suspension WP-USD Ø 43 mm
Rear suspension WP-Monoshock
Suspension travel front / rear 120 / 125 mm (4.7 / 4.9")
Front brake 2 x Brembo four piston, radially bolted caliper, 320 mm brake disc
Rear brake Brembo two piston, fixed caliper, 220 mm brake disc
Rims, front / rear 3.5 x 17"; 6 x 17"
Tires, front / rear 120/70 ZR 17; 190/55 ZR 17
Chain X-ring 5/8 x 5/16"
Main silencer Stainless steel underfloor silencer with regulated catalytic converter
Steering head angle 66.7°
Trail 90 / 92 mm (3.54 / 3.62")
Wheel base 1430 mm (56.30")
Ground clearance (unloaded) 110 mm (4.33")
Seat height 805 / 825 mm (31.69 / 32.48")
Fuel capacity approx. 16.5 liters / 3.5 liters reserve (4.36 / 0.92 gal)
Weight (no fuel) approx. 188 kg (414.5 lbs)

PIAGGIO Zip 50

Capacity 50cc (EURO 2)
Engine 4 stroke single cylinder
Cooling Air
Electric Starter
Kick Starter
Transmission Automatic Twist and Go
Front Suspension Telescopic fork
Rear Suspension Hydraulic shock absorber
Front Brake Disc Ø175mm disc
Rear Brake Disc Ø110mm drum
Wheel Size 10”-10”
Running Weight 86 kg
Lockable Glove Box
Underseat Storage Compartment
Colours Available Royal Blue, Black, Dragon Red

Nuovo Piaggio X7

Agile e compatto come deve essere uno scooter metropolitano ma protettivo e stabile come un maxi. Nato dalla grande tradizione Piaggio negli scooter GT, Piaggio X7 è la nuova proposta nel segmento dei commuter di media cilindrata.

Dal più grande costruttore europeo arriva, con Piaggio X7, una proposta per la mobilità urbana e metropolitana che mette insieme le migliori caratteristiche delle diverse famiglie di scooter. In un design elegante e distintivo, Piaggio X7 unisce infatti doti di leggerezza, dinamismo e sveltezza nel traffico con le migliori caratteristiche di stabilità, tenuta e protettività, fino ad oggi una esclusiva di veicoli ben più ingombranti.

Lo stile. Disegnato intorno al pilota.

Piaggio X7 è stato disegnato mettendo il guidatore al centro del progetto e realizzato con materiali sportivi ed eleganti, perseguendo una ergonomia assoluta, per una guida scattante ma confortevole, divertente ma anche facile nel traffico cittadino. Lo sviluppo delle linee di Piaggio X7 ruota intorno al pilota: scudo penetrante e protettivo, parabrezza aderente al manubrio, fiancate muscolose e scattanti, sbalzo posteriore ridottissimo. Il guidatore si trova così inserito in uno spazio avvolgente e forma un tutt’uno con il veicolo.

La parte anteriore di Piaggio X7 si caratterizza per la presenza di un parafango dal disegno aggressivo, dalle linee tese, una sorta di prosecuzione ideale dello scudo che si protrae verso la ruota anteriore. Gli elementi protettivi che ne terminano le forme, costituiscono delle vere e proprie “spalle” a salvaguardia delle superfici verniciate.

Per enfatizzare le caratteristiche di dinamismo, il parabrezza è stato reso solidale al manubrio e, senza soluzione di continuità prosegue le linee filanti dello scudo anteriore. Si garantisce così la massima protezione aerodinamica. Lo scudo anteriore di X7 è dominato dai gruppi ottici, che richiamano al family feeling della gamma di scooter GT Piaggio di ultima generazione, e lo rendono aggressivo attraverso un espressione volutamente “accigliata”. Le fiancate sono caratterizzate da linee semplici ma decise, per enfatizzare l’immagine di dinamismo del veicolo e la vista laterale del veicolo ne sottolinea la compattezza. Anche la sella, che accoglie il pilota in grande comodità, si integra perfettamente nelle linee del nuovo scooter Piaggio e, grazie alla sua ridotta altezza da terra, contribuisce alla facilità di controllo di X7.

Pedane e tunnel centrale privilegiano funzionalità e robustezza e chiudono il triangolo con sella e manubrio, rispettando l’impostazione ergonomica di Piaggio X7, votata al controllo assoluto. Lo sbalzo posteriore è ridottissimo: la capacità di carico sfrutta il sottosella (che può contenere un casco integrale e un casco jet) e non va a condizionare la coda del veicolo, che può così rimanere slanciata e compatta. Il gruppo ottico posteriore, nel classico colore rosso, riempie la vista della coda attraverso un collegamento dei due elementi funzionali laterali e unisce forme sportiveggianti a dettagli di pregio.

E la cura per i dettagli si estende alla strumentazione – orientata verso il pilota per facilitare la lettura degli strumenti – completa di tutte le funzioni e con una grafica elegantemente sportiva, ai fregi laterali con finitura metallica, a quelli interni disposti sul controscudo, tutto per completare una coerenza formale fin nel più piccolo particolare.

Telaio e motori. Prestazioni brillanti in tutta sicurezza.

Sicurezza e brillantezza di marcia in ogni condizione. Piaggio X7, stabile e protettivo, è pensato per essere usato durante tutto l’anno, garantendo tenuta di strada e totale controllo del veicolo grazie alla sue dotazione motoristiche e di ciclistica che ne determinano brillantezza, compattezza e peso contenuto.

Il telaio è realizzato in doppia culla di acciaio e si completa con una robusta forcella idraulica con steli da 35 mm all’anteriore, mentre al posteriore il forcellone oscillante, che integra la trasmissione, è comandato da due ammortizzatori idraulici, regolabili nel precarico molla. Le ruote in lega leggera a cinque razze, distinguono subito Piaggio X7 per la loro dimensione (14” all’anteriore e 13” al posteriore) e per la gommatura importante e sportiva (120/70 e 140/60). L’impianto frenante da un grande contributo alla sicurezza attiva di Piaggio X7: sia il freno anteriore, sia il posteriore sono a disco con misure, rispettivamente, da 260 e 240 mm di diametro. In entrambi i casi i dischi in acciaio sono morsi da pinze flottanti a due pistoni.

Piaggio X7 arriva nella metropoli in due motorizzazioni: 125 e 250 cc. Entrambi i motori sono a 4 tempi, raffreddati a liquido e vantano un evoluto sistema di distribuzione a 4 valvole. La versione maggiore è dotata di iniezione elettronica. I due motori sono naturalmente rispondenti alla normativa sulle emissioni Euro 3 e vantano prestazioni di riferimento. Il 125 cc eroga una potenza di 11 kW, il massimo consentito dalla legge per veicoli guidabili con normale patente auto B. Il motore Quasar 250 cc a iniezione elettronica è ormai affermato come punto di riferimento nella categoria scooter per prestazioni, bassi consumi e affidabilità. La sua potenza di ben 16,2 kW (22 Cv) e la coppia di 20,2 Nm conferiscono a Piaggio X7 una eccellente fluidità di marcia e doti velocistiche al top della categoria e ne fanno un veicolo perfetto per la metropoli ma anche divertentissimo per le gite fuori porta.

I colori e gli accessori.

Piaggio X7 declina il suo carattere di commuter per tutti giorni ma dal forte carattere, con una gamma colori che ne sottolinea l’elegante sportività. Sono tre le tinte metallizzate a disposizione: Rosso Marte, Grigio Pulsar e Blu Midnight alle quali si aggiunge il classico e deciso Nero Lucido.

Vero animale metropolitano, performante e accogliente, Piaggio X7 accresce le sue funzionalità grazie a una gamma completa di accessori che comprende: il bauletto in tinta da 44 ben litri con chiusura comandata dalla stessa chiave della messa in moto, il parabrezza in metacrilato da 4 mm, il navigatore Tom Tom, l’allarme elettronico, il telo coprigambe e il telo copriveicolo.

X7 250 i.e. (125) – Scheda tecnica
Motore
Monocilindrico Piaggio Quasar (Leader), 4 tempi

Cilindrata
244 cc (124cc)

Alesaggio / Corsa
72 mm / 60 mm (57 mm / 48,6 mm)

Rapporto di compressione
11:1 (12:1)

Carburante
Benzina senza piombo

Potenza max all’albero
22 CV [16,2kW] a 8.250 giri /min (14,9 CV [11kW] a 9.750 giri/min)

Coppia max
20,2 Nm a 6.500 giri/min (11,7 Nm a 8.500 giri/min)

Raffreddamento
A liquido

Cambio
Variatore automatico CVT con asservitore di coppia

Avviamento
Elettrico

Telaio
Doppia culla in tubi di acciaio

Sospensione anteriore
Forcella telescopica idraulica Ø 35 mm, corsa 90 mm

Sospensione posteriore
Doppio ammortizzatore idraulico a doppio effetto con precarico

regolabile in 4 posizioni - corsa 90 mm

Freno anteriore
Disco diametro 260 mm

Freno posteriore
Disco diametro 240 mm

Cerchio ruota anteriore
In lega alluminio pressofusa 3,50"x14"

Cerchio ruota posteriore
In lega alluminio pressofusa 3,50"x13"

Pneumatico anteriore
Tubeless 120/70 - 14”

Pneumatico posteriore
Tubeless 140/60-13"

Lunghezza/Larghezza
2.060 mm / 745 mm

Passo
1.480 mm

Altezza sella
790 mm

Peso a secco
160 Kg (155 Kg)

Capacità serbatoio
12 litri di cui2 litri di riserva (1,8 litri)

Velocità max
127 Km/h (106 km/h)

Consumo carburante
27 Km/l a 90 km/h

Omologazione
Euro 3

PIAGGIO Xevo 125

XEvo 125 – Technical specifications

Engine Piaggio Quasar (Leader) single cylinder 4 stroke
Displacement 244 cc (124cc)
Bore / Stroke 72 mm / 60 mm (57 mm / 48.6 mm)
Compression ratio 11:1 (12:1)
Fuel Unleaded
Max. power at crank 14.9 bhp [11 kW] at 9,750 rpm
Max. torque 20.2 Nm at 6,500 rpm (11.7 Nm at 8,500 rpm)
Cooling Liquid
Gearbox “Twist and go” with continuously variable transmission (CVT) and torque server
Start Electric
Frame Steel tube double cradle
Front suspension Ø 35 mm tele-hydraulic fork, 90 mm travel
Rear suspension Two dual-effect shock absorbers and four-position spring preload, 90 mm travel
Front brake 260 mm diameter disc
Rear brake 240 mm diameter disc
Front wheel Die-cast aluminium alloy, 3.50"x14"
Rear wheel Die-cast aluminium alloy, 3.00"x12"
Front tyre Tubeless 120/70-14”
Rear tyre Tubeless 130/70-12"
Length/Width 2,070 mm/ 760 mm
Wheelbase 1,490 mm
Seat height 790 mm
Dry weight 168 Kg (161 Kg)
Fuel tank capacity 12 litres, including 2 litres reserve (1.8 litres)
Max speed 128 Km/h (105 km/h)
Fuel consumption 26.7 Km/l at 90 km/h (27 km/l at 90 km/h)
Emissions Meets Euro 3 standards

PIAGGIO X9 Street

Capacity 460cc (EURO 3)
Engine
MASTER 4 valve, 4 stroke single
cylinder
Cooling Liquid
Electric Starter
Transmission Automatic Twist and Go
Front Suspension Telescopic hydraulic fork
Rear Suspension
Twin hydraulic shock absorbers
with pre-load adjuster
Front Brake Disc Double Ø260mm disc
Rear Brake Disc Ø240mm disc
Wheel Size 14”-14”
Running Weight 213 kg
Lockable Glove Box
Underseat Storage Compartment
Digital Clock
Colours Available Excalibur Silver, Black Graphite

PIAGGIO X9 125

Capacity 125cc (EURO 2)
Engine
LEADER 4 valve, 4 stroke single
cylinder
Cooling Liquid
Electric Starter
Transmission Automatic Twist and Go
Front Suspension Telescopic hydraulic fork
Rear Suspension
Twin hydraulic shock absorbers
with pre-load adjuster
Front Brake Disc Double Ø240mm disc
Rear Brake Disc Ø240mm disc
Wheel Size 14”-14”
Running Weight 179 kg
Lockable Glove Box
Underseat Storage Compartment
Digital Clock
Colours Available Imperial Blue

Drag - Dyna 4000 Super Pro Ignition System

The DYNA 4000 Super Pro high performance electronic ignition system represents a new level of sophistication in high energy ignition technology. Specifically designed to meet the needs of the serious racer, the DYNA 4000 Super Pro significantly increases spark energy and also includes built in launch and over rev rpm limiters. The DYNA 4000 Super Pro uses advanced microprocessor technology to provide extremely accurate control over the entire ignition process. This allows the DYNA 4000 Super Pro to maximize spark energy and control rev limiting with far greater precision than has previously been available.

Dyna 4000 Super Pro Features:
High energy drag race ignition
Built in two stage rev limiter
Smoothest launch rev limiter available
Built in timing LED
Shift kill input
Tach output
Dual output model for single plug heads
Quad output model for dual plug heads
Runs in single fire or dual fire
Uses dual sensor Dyna trigger for individual cylinder timing

Dyna 4000 Remote Display Features:
NEW 4000 SP accessory
Handle bar mount digital display
Allows starting line adjustment of rev limit settings
Real time RPM display allows testing of all rpm based accessories
Test mode allows ignition and accessory test with engine off
Clutch switch status indicator

Dyna 4000 Super Pro Applications:Part No. Item Price
DPK4-HD1DF Harley single plug, dual fire Kit
Includes: 4000 SP module #DP4000-HD1S, Coil 1ea #DC9-1, Spark plug wires #DW800/2 $499.99
DPK4-HD1SF Harley single plug, single fire Kit
Includes: 4000 SP module #DP4000-HD1S, Coil 1ea #DC9-4, Spark plug wires #DW800/2 $599.99
DPK4-HD2DF Harley dual plug, dual fire Kit
Includes: 4000 SP module #DP4000-HD2S, Coil 1ea #DC9-2, Spark plug wires #DW800 $629.99
DPK4-HD2SF Harley dual plug, single fire Kit
Includes: 4000 SP module #DP4000-HD2S, Coil 2ea #DC9-4, Spark plug wires #DW800 $759.99
DPK4-HDTF Harley Top Fuel (dual plug, dual fire) Kit
Includes: 4000 SP module #DP4000-HDTF, Coil 1ea #DC9-2, Spark plug wires #DW800 $629.99
DPK4-1 4 Cyl single plug Kit
Includes: 4000 SP module #DP4000-1S, Coil 1ea #DC9-2, Spark plug wires #DW800 $639.99
DPK4-2 4 Cyl dual plug Kit
Includes: 4000 SP module #DP4000-2S, Coils 2ea #DC9-2, Spark plug wires 2ea #DW800 $829.99
DPK4-1-SC 4 Cyl single plug Kit (For Slider Clutch Applications)
Includes: 4000 SP module #DP4000-1S-SC, Coil 1ea #DC9-2, Spark plug wires #DW800 $639.99
DPK4-2S-SC 4 Cyl dual plug Kit (For Slider Clutch Applications)
Includes: 4000 SP module #DP4000-2S-SC, Coils 2ea #DC9-2, Spark plug wires 2ea #DW800 $829.99
DP4000-HD1S Harley Davidson, Module Only, Single Plug $399.99
DP4000-HD2S Harley Davidson, Module Only, Dual Plug $408.99
DP4000-HDTF Harley Davidson, Top Fuel Module Only $408.99
DP4000-1S 4 Cyl, Module Only, Single Plug $399.99
DP4000-2S 4 Cyl, Module Only, Dual Plug $408.99
DP4000-1S-5C 4 Cyl, Module Only, Single Plug (Slider Clutch Application) $399.99
DP4000-2S-5C 4 Cyl, Module Only, Dual Plug (Slider Clutch Application) $408.99
DRD-1 DYNA 4000 SP Remote Display (works with all Harley or 4 Cyl 4000 SP modules except DP4000-HDTF) $399.99

NOTE (Harley): If the customer needs a trigger assembly, part #DCT-HD trigger must also be ordered.

NOTE (4 Cyl): If the customer needs a trigger plate assembly, a Dyna Crank trigger for the engine of interest must be ordered. All crank trigger kits include a trigger plate and a Dyna 4000 rotor

Harley Davidson - Dyna 2000

The Dyna 2000 Digital Ignition System for Harley-Davidson Motorcycles, which has become the standard for performance and versatility in the Harley aftermarket, has been enhanced to include even more features. These new modules include expanded advance curve functionality with the option to use vacuum advance compensation via a V.O.E.S. switch. The new modules also include a special Retard Mode for use with turbocharged and nitrous bikes.

The Dyna 2000 allows selection between four different advance curves. The new modules offer a quick curve which simulates a mechanical advancer for hot rod motors. There are also four independent rev limiter settings from 6000 to 7500 rpm. The new Retard Mode allows selection of ignition retard of 5, 7, or 10 degrees upon activation of retard input.

Dyna 2000 ignition modules use the stock factory pick-up and simply plug into the existing factory wiring harness on 1991 and later bikes. An extension harness is available for installing the Dyna 2000 on 1990 and earlier bikes.

The Dyna Twin Fire Ignition Coil has all the features people have come to expect from a Dyna coil; high voltage (greater than 30,000 volts) with fast rise times, and high energy. The Dyna Twin Fire Coil is the new standard for performance and packaging efficiency for single fire ignition installations on Harley-Davidson Motorcycles. The Twin Fire coil incorporates two individual Performance Ignition Coils into one easy to mount package. This solves the problem of trying to mount two ignition coils on Harleys when installing single fire ignition systems. The Twin Fire Coil is only slightly larger than the stock Harley coil and uses the stock mounting bracket.

DYNA 2000 Ignition Kits
Part No. Item Price
SFK-1P Sportsters, FLH to 93, FXR to 95 $399.99
SFK-3P All 94-later Sportsters FLH, 95-later FXR $399.99

DYNA 2000 Ignition Modules
Please note: All Dyna 2000 kits for Harley Davidson have been updated with the new programmable Dyna 2000P module.
Part No. Item Price
DD2000-HD1EP Digital HD single/dual fire - programmable $249.99
DD2000-HD1E8P Digital HD single/dual fire, 8 pin - programmable $249.99
DD2000-HD2EP Digital HD dual fire - programmable $199.99
DD2000-HD2E8P Digital HD dual fire 8 pin - programmable $199.99
1009001 Extension Harness $39.00
1009002 7 to 8 pin adapter $69.99


DYNA 2000 Programming Kits Part No. Item Price
DIPK-2 (7 Pin) Programming Kit for DD2000-HD1EP & HD2EP & SFK-1P Ignition $99.99
DIPK-3 (8 Pin) Programming Kit for DD2000-HD1E8P & HD12E8P & SFK-3P Ignition $99.99

Harley Davidson - Dyna S

The Dyna S High Performance Ignition System, designed for Harleys, is a complete self-contained electronic ignition system built with the latest state-of-the-art engineering. This is the same ignition used by top racers over the past 2 decades. The Dyna S is completely housed behind the ignition cover and uses a magnetic rotor with the original spark advancer, so the factory advance curve is maintained.

Dyna high tech coils for Harley-Davidson Big Twins and Sportsters are American made, top quality performance coils . Tested and proven on street, racing, and touring motorcycles for over fourteen years. Dyna coils produce spark voltages in excess of 30,000 volts and spark energies second to none. All Dyna Coils are guaranteed against defects in materials and workmanship.

IF PEAK PERFORMANCE IS YOUR GOAL, INSTALL A GENUINE DYNA S HIGH PERFORMANCE IGNITION SYSTEM. Part No. Item Price
DS6-1 1970 & later (dual fire) Ignition $124.99
DS6-2 1970 & later (single fire) Ignition $149.99
DSK6-1 1970 & later (dual fire) Ignition & Coil Kit $189.99
DSK6-2 1970 & later (single fire) Ignition & Coil Kit $279.99

Harley Davidson - Dyna 2KiP and Dyna 2Ki Programmable with switches

The 2Ki not only adds to, but extends many features of the best selling Dyna 2000 module out of sight in a completely new design that fits under the cam cover.

The Dyna 2KiP (Programmable) is the newest addition to the successful line of Dyna 2000 ignition systems. All features of the 2Ki switches are also included.


Features:
Single Fire operation down to zero rpm for easier cranking and kicking.
Will operate in all combinations of single fire or dual fire with single plug or dual plug heads.
(when used with appropriate coils)
8 advance curves to cover a broad range of engine builds and riding styles.
Engine over rev protection adjustable from 6000 to 7500 rpm.
Adjustable timing retard for nitrous and turbo applications.
VOES indicator. Allows you to tell at a glance the status of the VOES switch. Also indicates when retard mode is active. Great for diagnosing faulty vacuum switches or operation of retard controllers.
Built in Tach Driver. Delivers stable tach signal even during rev limiting or can be used to activate shift lights, auto shifters, and other accessories.
Easy static timing with built in timing indicator. No timing light required.
Intelligent over current / short circuit protection. Every time power to the ignition is switched on, the 2Ki will check to see if the coil is shorted, mis-wired, or the wrong type. If an error is detected, the 2Ki will imediately switch off and issue a warning by rapidly flashing the status indicator. Besides protecting the unit, this also prevents the costly failure of an improperly matched coil going bad one hour into your ride. After starting, the 2Ki countinuously monitors the coil and wiring status.
Active Dwell Control. Continually adjusts coil current to maintain maximum spark energy all the way to redline while eliminating coil stress caused by overcharging at idle. High efficiency design reduces battery draw for easier cold wheather starting and lower charging system load.
Ruggedized output - cannot be damaged by broken or disconnected spark plug wires.
Over voltage protected against momentary spikes (both positive and negative going) as well as surges caused by faulty voltage regulators or quick charge battery boosters.
Harness constructed with TXL cross linked polyethylene automotive wire for exceptional resistance to abrasion, heat, and chemical attack. High temp glass braid jacket further increases the toughness of the harness and provides a tight, clean appearance. Wire colors closely match the factory harness for error free installation.
Manufactured with premium quality components specifically qualified for operation in a high temperature / high vibration environment. A one piece aluminum housing and thermally conductive epoxy encapsulation provide superior heat dissapation and outstanding resistance to shock, vibration, and moisture.
Advanced microprocessor technology.
Quartz crystal accuracy.
Intelligent overvoltage/overcurrent protection.
Adjustable retard timing.
Short circuit protection.

All of our 2Ki ignitions are also PC Programmable:

EIGHT POINT FULLY DEFINABLE WIDE OPEN THROTTLE CURVE
EIGHT POINT FULLY DEFINABLE PART THROTTLE CURVE
REV LIMIT PROGRAMMABLE IN 50 RPM STEPS
PROGRAMMABLE DEAD CRANKING REVS 0-10
PROGRAMMABLE REAR CYLINDER OFFSET, TOTAL OF +/- 10 DEGREES

Data Recording:

TOTAL ENGINE HOURS
TIME AT WIDE OPEN THROTTLE
NUMBER OF ENGINE STARTS (TWO MINUTES RUNNING COUNTS AS ONE)
LONGEST TIME OPERATING AT WIDE OPEN THROTTLE
MAXIMUM RPM
SECONDS NEAR REV LIMIT
STATISTICAL ANALYSIS OF TIME AT RPM

Part No. Item
(NOTE: These ignitions come with switches
and are also programmable) Price
D2Ki-1P 1970-98 Carbureted Models single plug/single fire kit $249.99
D2Ki-2P 1970-98 Carbureted Models sgl plug/sgl fire kit, Module & pair DC3-1 Coils $399.99
D2Ki-3P 1970-98 Carbureted Models dual plug/sgl fire kit, Module & pair DC1-1 Coils $399.99
D2Ki-4P 1970-98 Carbureted Models dual plug/dual fire kit, Module & pair DC2-1 Coils $399.99
D2Ki-5P 1970-98 Carbureted Models sgl plug/sgl fire, Module & DC6-5 Twin Fire (miniature) Coil $399.99
DIPK-1 Programming Kit $99.99