2011 Aprilia RSV4 Factory APRC SE Review

The term high tech has never had a more suitable subject to describe outside of NASA than the Aprilia RSV4 Factory APRC SE. Traction control, launch control, wheelie control, triple ride-by-wire riding modes, quick shifter, and its even got blinkers incorporated into its mirrors! The RSV4 Factory APRC is what legends are made of.

 

Aprilia, by offering the APRC technology to a mainstream audience, has the recipe to shatter everything that stands in its way in 2011. You’ve got to love Aprilia’s attitude of daring to fail to succeed.

It takes guts to bring along a bike such as the RS3 Cube MotoGP bike using ride-by-wire as the first manufacturer to do so in MotoGP. It failed; Aprilia packed up its GP ambitions, rebooted its computers and came back stronger than ever in World Superbike with the RSV4 Factory and Max Biaggi.

We took to the Circuito De Jerez to test out Aprilia’s exciting RSV4 Factory APRC SE.

Aprilia developed a three-cylinder Cube from scratch then binned it. Then it went about building a new V-Twin, binned it, and finally chose a V-4. It built the V-4 from scratch in-house and launched it as quickly as it could with complications, but at the same time with race wins. Finally in 2010 Aprilia won the world superbike championship with Biaggi.

Here’s a look at mission control. There’s an awful lot to take in.

Having followed this bike from the pre-concept stage to reality, I’m delighted to be able to give unconditional praise.

The RSV4 Factory APRC can be called a motorcycling virtuoso in the technical area. A combined (but competitive) effort from Aprilia, BMW and Ducati has bloodied the Japanese noses seriously in the last couple of years. Aprilia and Ducati have done it on the World Superbike circuits and BMW on the sales charts.

Now, let me tell you how good this bike is. On my very first lap the Aprilia technicians force-fed us level eight on the traction control. I thought; “how dull they are ruining my fun like this!” However they were right and I was wrong as this was the perfect way for me to ride the tightest Jerez corners using first gear, full throttle and just let the traction control automate me through the corners.

Without traction control such behaviour on your warm-up lap would end in tears guaranteed. After that I simply used the Mana (absolutely no reference whatsoever to anything else on that bike I promise) switch gear using the minus button to reach lower levels on the traction control or the plus button to go back up. A rider’s left index finger toggles the minus button, and a left thumb for the plus button which is intuitive, all while on the move.

There’s no sound or chugging or anything when the traction control kicks in. I could feel when the rear tire slipped but trusted the ATC instantly. The amount of rear wheelspin allowed is pre-determined depending on which TC level you choose. I worked my way all the way down to level one but I did a whole session using level four which suited me just fine.

Each of us had five sessions on the bike of which the first was to test traction control alone, second session to test wheelie control with traction control, third session to test launch control and the two last sessions to freely explore. That’s nearly two full hours of hardcore undiluted adrenaline pumping action.

Aprilia’s wheelie control is highly sophisticated and not only stops wheelies from happening between low-gear corners but it knows how much it should allow and how to land them soft to avoid upsetting the handling. Don’t you tell me that’s not very clever! The physicality of trying to curb a wheelie while racing is immense. Riders have to use their upper bodies like athletes forcing weight forward while accelerating and withstanding G-forces and wind resistance. Aprilia have with the AWC taken that physicality away, allowing the rider to concentrate on pinning the throttle.

The AWC has three levels to choose from, where I suspect level one is the only race one. Some front wheel lift is always allowed because as long as the wheelie isn’t too high you can still be at maximum acceleration levels. What’s really good about this from a racer’s perspective is to keep that front down between really quick directional changes in low gears while keeping the throttle wide open. A small wheelie is then accepted while you pin it and turn the bike over from side to side, landing it just in time to steer out of the next corner. And landing it smoothly to avoid upsetting the front more than the steering damper can handle. There’s gyrometer wizardry involved here, and not only sensors between the two wheels.

You can bet there’s a big smile hidden behind that tinted visor as he whips this high-tech rocket around Jerez.

How does it work? Two gyrometers and two accelerometers are at the ECU’s disposal for any data it may need for the various systems. Anything a motorcycle can do whether it is vertically or horizontally the ECU is aware. So when we stupid people do something wrong with the throttle in the wrong place the system saves us from ourselves. Through the ride-by-wire system the ECU also knows the throttle position and based on pre-calculated algorithms based on a variety of conditions (you choose the levels, computer performs to that level).

Torque is the joy and the misery of motorcycling. Too little is dull and slow, while too much in the wrong place can be dangerous. Aprilia has nearly 100% control of torque with the APRC system. The instrumentation is bi-polar with one race mode and one road mode. In race mode there’s no speed indication and the space is used to show a variety of information related to the APRC instead.

Launch control was another first for me (along with the wheelie control) and the one that’s quite difficult to get right the first time. It’s not for no reason racers practise launch control despite the fact they have done it a thousand times before. True, all you have to do is to keep the throttle fully open and release the clutch. But you still have to modulate the clutch release and, Aprilia allows three levels of how aggressively you can launch. Level one can put you in a lot of wheelie trouble if the clutch is released too quickly.

Training makes perfect, but my three goes at it were a disappointment as I was a little bit too careful with the clutch. Aprilia made sure to advise that the clutch needed some serious cooling after each launch attempt, so we did a full lap between each launch. Imagine yourself being slowly tortured as 180 wild horses are released at once. This feature is not for road use, as you have to pass 100 mph and third gear before the system cancels itself out. And while in launch mode the traction control doesn’t work.

The Aprilia Quick Shifter allows you to shift up clutch-less while keeping a wide-open throttle. I think you’ll start to see the pattern here now. Every operation apart from braking and shifting down can basically be done with full throttle!

With its closer-spaced gearbox and quick shifter, acceleration is impressive.

For the Factory APRC Aprilia has added a closer-spaced six-speed gearbox for improved acceleration, plus the quick shifter which makes it into a formidable straight-line dragster.

The Pirelli Supercorsa Diablo SP tires in dimensions 120/70-ZR17 and 200/55-ZR17 were developed in the 2010 FIM Superstock championship. The main advantage with the ultra wide 200-section rear tire is its superb grip on corner exit. The contact patch is wider than ever and provides superb levels of grip when 180 horsepower wants to rip it apart. The tires are approved for speeds up to 198 mph.

More rubber that copes with more heat allows for some very long black lines up turn 4 at Jerez. The only thing that would give you more grip is a full on set of slicks. Wait for it, the RSV4 Factory APRC SE features traction control that self adjusts to new and different tire sizes, also adjusting to different final-drive gearing. There are professional high-end racing teams in the world with less sophisticated electronics than the RSV4 Factory APRC SE road bike.

The suspension consists of fully adjustable top-spec Ohlins items including the steering-damper. The RSV4 Factory has got that subtle but plentiful feel that speaks of high-quality suspension. The Ohlins fork and shock is soft enough for feel in slow corners and hard enough for ultra-fast corners.

Suspension is all top-notch Ohlins goodies, which is what you should expect in a bike in this price range.

The brakes are the well-known Brembo monoblock radial type which stops the 395-lb (claimed dry-weight) with great authority. The only way to improve these items further is to fork out around 15,000 Euro or so for the items Max Biaggi uses on his superbike. The chassis is fully adjustable as you’d expect and nimble as a 250GP racer.

The 999.6cc V-4 engine feature state of the art technology such as independently controlled throttle bodies. Max power is still 180 horsepower at 12,250rpm and 115Nm at 10,000rpm but with improved torque delivery and acceleration in the three lower gears. The new exhaust also helps to improve power delivery.

These changes shoot the RSV4 Factory like a missile out of corners. Only the Ducati 1198 can rival in the corner exit war. The engine feels and sounds great, and for such a powerhouse there’s hardly any vibration. The mechanical slipper clutch helps stopping the bike quickly, and only on two occasions during my day in the saddle could I feel any chatter while hard on the brakes.

Our tester says this bike exits corners faster than any other liter-sized sportbike.

The RSV4 Factory APRC SE can be visually distinguished by its special decals and the tricolore on the lower fairing. Those in the know will notice the new exhaust and that fat 200mm rear tire, too.

If the APRC Special Edition (only 350 to be manufactured) turns out a success (inevitable!) the technology will be fed down to both the RSV4 R and the next RSV4 Factory. Also expect an APRC system drip down to other Aprilia road products where the Dorsoduro 1200 was the first one out.

Conclusion
There are only two things the Aprilia RSV4 Factory APRC SE can’t do, and those are flying and automatically tweet your laptimes. It’s difficult to make sense of this motorcycle on paper, but actually riding it and using the myriad of features on the circuit just immediately tells you that it’s a mechanical and technical genius.

Most of Aprilia’s in-house solutions are patented and can’t easily be copied. For that reason, whoever wants to go after this gem of a superbike will need to work very hard to catch up. Don’t look at spectacular horsepower figures in 2011 because this Aprilia RSV4 Factory APRC SE will beat them all, hands down. Yes, it’s that good.

Highs:		Lows:
APRC, all of it! V-4 engine that is smooth and powerful over a wide spectrum Perfect chassis and tires		At $22,499 in the U.S., it’s an expensive special edition Limited to the 350 lucky few

Source : motorcycle.com

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Kymco Quannon 150 Review - 2010

Small-displacement motorcycles used to be very popular in North America. There was a time when bikes under 250cc were considered real motorcycles and not just entry-level trainers. But that was when a big bike was about 650cc and a 900cc Harley Sportster epitomized high performance. Man, have times changed.

Fortunately, small bikes are making a comeback. Kawasaki’s Ninja 250R and Suzuki’s TU250X have won the hearts of beginning riders (and even some veterans), one for its sporty performance, the other for its simplicity and ageless design.

Kymco attempts to capture a bit of each of those machines’ appealing traits and package them into the Quannon 150. It features sporty styling and a twin-spar steel frame, but the plastic panels wrap around a simple, air-cooled, five-speed Single. We had a chance to ride a preproduction Canadian model, which is identical to the U.S. model except for the metric speedometer and Taiwanese warning stickers.

The Quannon 150 borrows many styling cues from the Honda CBR125R.

The Quannon’s 149.3 cc SOHC Single has four valves and breathes through a carburetor. Despite the Kymco’s 20^th Century fuel mixer, it fires instantly from cold with the aid of an automatic choke. It needs a few moments of warm-up before it could be ridden away or it would bog on take-off. 

The air-cooled single-cylinder engine design is simple but has useable output for urban use, although it’s a bit noisy.

 

The engine produces a claimed 14 hp at 9500 rpm with a peak torque of 7.3 ft-lb at 8500 rpm. Those modest numbers are adequate and enough to keep the Quannon ahead of city traffic. Twisting the throttle wide open in third to fifth gears produces a moderate amount of acceleration, and the bike can reach an indicated top speed of 126 km/h (78 mph).

In fact, the Quannon attained its top speed almost too readily. Final-drive gearing feels short; the bike could easily pull taller gearing. Getting into a chin-to-the-tank tuck, the bike maxed out in top gear, its engine tapping the rev limiter (or the engine to cut because the carb couldn’t keep up with the high revs, we couldn’t tell which) and prevented even higher speeds. Taller gearing – or a sixth speed – would drop the revs allowing a slightly higher top speed while making highway riding more relaxed. It would also reduce mechanical noise.

At speed the Quannon produces considerable mechanical clatter, its cooling fins doing little to stifle the tapping of the valves and slapping of the piston in the cylinder. It also buzzed – not uncomfortably so, but enough that next to the engine noise, it was the bike’s most noticeable trait. It also produced a significant intake bellow, which combined with the mechanical noise and buzzing to give the bike an altogether industrial feel.

Twin-piston front caliper required moderate lever effort and had a soft initial bite, but a determined squeeze easily hauls the bike down from speed.

 

The Quannon has a wheelbase of 53.3 inches, just under a quarter-inch longer than the Ninja 250R, and from the cockpit it feels closer to a full-sized bike. An average-sized rider will find the Quannon a nice fit, with ample space between the seat, clip-ons and footpegs. The riding position is more standard-bike upright than sport-bike crouched, and the relatively wide seat is quite comfy and ready for a full day’s ride.

Instrumentation is basic, though it does combine an analog tachometer with an easy-to-read digital display that shows speed, time, odometer, fuel gauge and resettable trip meter. What it lacks is a novice-friendly gear indicator.

With a claimed dry weight of 299 pounds the Quannon was easy to manage, especially when snaking through inner city congestion. It uses a 110/80 front and 140/70 rear tire, both in 17-inch diameter. Steering is light and neutral, while the bike’s relatively long wheelbase enhanced stability at speed. But – and this is a big but – the Quannon’s suspension really isn’t up to the task of keeping up with the machine’s chassis, which is otherwise fine.

The Quannon’s soft suspension and iffy gearbox didn’t inspire confidence at the track.

Damping at both ends is very light and spring rates are overly soft, both of which are noticeable as soon as you sit on the bike. This actually gave the bike a plush, comfy ride quality around town, where speeds are kept relatively low, but as soon as we hit the open road the bike wallowed and weaved through turns, undulating on its suspension through turning transitions and long sweepers. This was aggravated when we hit the local racetrack for a morning of lapping and photos.

The Kymco protested to being flogged around the racecourse by bouncing around, bobbling about and trying to buck its rider off at every opportunity. It was quite unnerving, actually. 

One feature every novice will appreciate is the center stand. It comes standard.

 

Adding to the excitement was a gearbox that revolted, at times by popping out of gear, at others by locking up and refusing to shift. Maybe this was just a problem with this unit, but combined with the sloppy suspension, it didn’t inspire confidence.

The Quannon 150 can make a decent beginner bike. At $2999, it’s affordable, unintimidating and economical (we managed 62 mpg on average with the throttle cable stretched tight most of the time). That’s a grand less than either the Kawasaki or the Suzuki, which is a considerable chunk of cash when a new rider also needs to buy riding gear and other riding necessities.

However, aside from the aforementioned quirks, overall quality is not up to par with current entry-level Japanese bikes, even the paint on the frame was thin and chipped easily, the bare metal beneath showing signs of rust. 

The Quannon is best suited for urban use, where its nimble handling and soft suspension make it easy to manage and comfortable.

The Quannon 150 does come with a two-year warranty, which might inspire confidence in some riders, but add to the mix the forthcoming Honda CBR250R and the Quannon might prove to be a tough sell for someone looking for a trouble-free entry into motorcycling.

Source : motorcycle.com

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Suzuki GSX-R600 and GSX-R750 Revealed - 2011

American Suzuki surprised the industry last year by deciding not to import 2010 streetbikes while it tried to clear inventory in a depressed market. But for 2011, it’s rebounding in a big way with the introduction of a comprehensively reworked GSX-R600 and its identical-twin brother, the GSX-R750.

The GSX-R series is integral to Suzuki, so the Gixxer 600 and 750 received a major investment in technology and updates.

“We built our brand from the GSX-Rs,” said Steve Bartolamedi, American Suzuki’s senior communications manager. More than 300,000 Gixxers have been sold over the years, and the GSX-R600 has long been America’s best-selling sportbike.

The 2011 GSX-R600 has been overhauled from top to bottom, losing around 20 lbs in the process.

An all-new frame underpins the GSX-R revisions, trimmed by nearly 3 lbs on its own. This, plus a plethora of other weight-saving items, has resulted in a Gixxer some 20 lbs lighter than previous. An anticipated 410-lb curb weight (full of 4.5 gallons of fuel) would tie the Gix Six with the class lightweight, Honda CBR600RR.

Yep, that’s Italian Brembo calipers on a Japanese bike. The Showa Big Piston Fork is also new for 2011.

 

New front-end components are more than 2 lbs lighter and promise improved performance. A 41mm Showa Big Piston Fork weighs less and offers better damping performance than a conventional fork, as we’ve learned from a similar fork on Kawasaki’s ZX-6R. And, in a surprise move, the Gixxer receives radially mounted Brembo monoblock brake calipers, the only Japanese bike we can think of with the respected Italian binders.  

Smaller front and rear axles and wheel hubs are claimed to reduce weight by a significant 1.3 lbs, and the fully adjustable Showa shock now uses aluminum seats instead of steel for a 90-gram reduction in weight.

Although final specifications aren’t yet available, it appears as if the previous bike’s steering geometry numbers are retained. However, the new frame (with sections as thin as 3mm) tightens up the wheelbase by 15mm. A new swingarm is the same length as previous, but it’s now constructed from three melted/gravity-cast sections instead of five high-pressure plate castings.

Powertrain

The GSX-R’s 599cc mill is architecturally unchanged, retaining the same bore and stroke (67.0 x 42.5mm) as the existing bike and every other 600 supersport. But everything inside has been updated, and the motor has been rotated 3 degrees more upright. It’s also a massive 4.4 lbs lighter.

Shorter-skirt pistons have 14% less mass, and the connecting rods are 12% lighter. New cams with reduced overlap are purported to boost low- to mid-range power, and they continue to actuate 16 titanium valves. New vent holes between cylinders reduce mechanical pumping losses.

Suzuki Dual Throttle Valve (SDTV) technology carries over, now better directing fuel into the combustion chamber via a steeper angle of the throttle bodies to improve responsiveness. A smaller ECU shaves 330 grams of weight and allowed it to be relocated in front of the airbox. Suzuki Drive Mode Selector (S-DMS) now has just two settings instead of three, and the softer setting now defaults to full power when the throttle is pinned.

A considerable 3.75 lbs was pared from the exhaust system’s weight, thanks to thinner-wall header tubing and a smaller under-engine pre-chamber and titanium muffler. Fuel economy is said to be improved by 10%, somewhat offset by the new requirement for premium gas.

Seen here is the GSX-R750’s new titanium muffler, not quite as light as the exhaust system on the 600.

We’re told to expect 123 crankshaft horsepower delivered at 13,500 rpm, which should translate into about 108 horses at the rear wheel. This should put it at or near the top of the herd. Torque peaks at 11,500 rpm with 51.3 ft-lb measured at the crankshaft.

The transmission has its internal gearing juggled, now with a slightly taller first gear and closer spacing throughout its six speeds. Suzuki reps allege smoother shifting along with the gearbox being 185 grams lighter.

Ergonomics

The GSX-R600 retains the lowest-in-class seat height of 31.8 inches, and its narrower shape allows short legs a direct path to the ground. The clip-on handlebars are now spread out 1 degree extra for better leverage, and a lower tank top allows easier tucking in. Footpegs retain their class-exclusive three-position adjustability and are lighter by 53 grams.

A compact instrument panel is borrowed from the GSX-R1000, now including a lap timer and a four-step adjustable shift light. A large analog tach is augmented by an LCD panel with speed, gear position, clock and dual tripmeters.

The 2011 GSX-R600/750’s new instrument panel.

Style and Bodywork

Although there is nothing revolutionary about the Gixxer’s new styling, the bodywork has special appeal beyond its sporty appearance and shorter overhangs. Suzuki has somehow clipped off 7.5 lbs from the plastic, partially by reducing the piece count from 40 to 32. As previous, props go to Suzuki for having cleanly integrated turn signals. The fronts are in the mirrors; the rears are sculpted into the tailsection.

The Gixxers get a fresh face for 2011.

 

The vertically stacked headlight design ties in to the Gixxer Thou’s look and is a substantial 1.2 lbs lighter. It’s flanked by a quartet of angular intake slots that funnel cool, pressurized air into the airbox and is a nice departure from the now-ubiquitous centrally located ducts. The windscreen is lightly smoked instead of plain clear.

The 2011 GSX-R600 seems to have all the ingredients to vault it to the top end of the 600cc sportbike class, and we’re excited to sample it to find out how well its lighter weight and Brembo brakes work early in the New Year.

“It’s hard for me to explain the leap we made with this model,” said Derek Schoeberle, American Suzuki’s field service manager and one of the few people outside Japan to have ridden the new Gixxer.

This exciting new GSX-R is scheduled to arrive in dealers in February or March for a list price of $11,599. You’ll have your choice of the familiar Suzuki blue and white or a black-and-silver combo.

The GSX-R600 looks more finely finished than ever.

2011 Suzuki GSX-R750

The 749cc version of the Gixxer 600 makes an appreciated companion, sharing virtually all the updates its little brother inherited this year. It, too, has lost about 20 lbs, now with a stated curb weight of 416 lbs – that’s just 6 lbs more than the 600.

But the best news is that Suzuki has juggled the 750’s MSRP in relation to the 600. Instead of the $1300 difference in 2009, the added cost for the 750cc version is now just $400!

The 2011 GSX-R750 profile shows its blunter nose and redesigned exhaust. MSRP is $11,999, only 400 clams more than the 600 but with 20% extra power!

The GSX-R750’s engine is a bored and stroked (70.0 x 48.7mm) 600 motor, and it’s reputed to produce 148 crankshaft hp at 13,200 rpm, which should translate into 130-plus ponies at the rear wheel.

This amount of power in a 400-lb chassis will undoubtedly translate into serious fun on the racetrack, especially when considering the shorter and lighter chassis and Brembo equipment.

2011 Suzuki GSX1250FA

The other new bike we saw the Suzuki dealer meeting – with 600 dealers and 1400 attendees – is an update on the venerable Bandit 1250, now in a fully faired sporty-touring iteration.

The Bandit was last seen in Suzuki’s 2008 lineup, and this new version, called the GSX1250FA, takes it up a level. It’s a bike that was introduced in world markets in 2010, but it’s a new addition to American Suzuki’s lineup.

And it looks like a bike right for these times, as it offers real-world usability, long-distance comfort , a midrange-heavy big-bore motor and anti-lock-braking safety, all at a very reasonable list price of $11,599.

The 2011 GSX1250FA takes the Bandit to a sleeker, sport-touring angle with its full fairing and standard ABS brakes.

The FA uses a 1255cc four-cylinder for power, fuel-injected for quick response and counterbalanced for smoothness. The Bandit ST (my words)’s chassis is a basic steel-tube frame, with its rake and trail a moderately sporty 25.2 degrees and 104mm, respectively, scaling in at 567 lbs full of fuel.

Utility is promised by the standard-equipment centerstand and availability of hard luggage, including a tail trunk. The protective bodywork and windscreen will send air around its rider while draining its 5.0-gallon fuel capacity. The FA’s broad seat is comfortably low at 31.7 inches, and, if more legroom is needed, it can be raised nearly an inch by flipping its platform.

This is a lot of bike for less than 12K, even if the old Bandit retailed for less than $9000, as prices for Japanese motorcycles keep on climbing due to an unfavorable exchange rate. It’s easy to see how the GSX will appeal to aging sportbike pilots.

And with the introduction of the new Kawasaki Ninja 1000 that rings in at $12K, we’ll have to schedule a shootout when we first see the GSX1250FA in December. 

Source : motorcycle.com

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Harley-Davidson CVO Street Glide Review - 2011

The Street Glide, with its distinctive batwing fairing, is H-D’s best-selling bike. Equally impressive is the SG’s appeal across all demographics, ensuring broad-based sales success.

So, the Street Glide is obviously one of the most desirable bikes on the market, and it reaches its zenith of appeal in the 2011 CVO edition tested here.

Harley’s Custom Vehicle Operations (CVO) division takes standard H-Ds and fits them with extra chrome, custom paint, loads of accessories, and special Screamin’ Eagle high-performance powerplants to create the pinnacle of Harley’s lineup. “CVO motorcycles,” says the Motor Company, “define the ultimate vision of Harley-Davidson styling, features and performance.”

The successful Street Glide again gets the CVO treatment for 2011. It’s a highly desirable light-duty touring cruiser.

There are four limited-production CVOs for the 2011 model year. At the top end of the scale is the $36,999 Road Glide Ultra we recently tested, followed by the Ultra Classic Electra Glide ($36,499). The CVO Street Glide slots in above the $29,599 Softail Convertible.

At a $32,499 MSRP, the Street Glide CVO is a business-class ticket among V-Twin baggers, but it takes just a cursory glance at the CVO-SG to recognize its premium quality – whether in terms of paint quality, depth of chrome or finish details. Expensive bits on are display everywhere you look, which helps justify the pricey initial outlay.

CVO owners aren’t afraid of being bold. The Glide’s exclusive paint scheme is offered in four color combos, each with its own specific finishes for the engine, wheels and muffler end caps.

Helping distinguish the CVO from lesser Glides are new Agitator wheels in the terrific Contrast Chrome finish. The 19-incher up front is the largest-diameter wheel ever fitted to an H-D touring motorcycle, and it’s complemented by floating 300mm Agitator brake rotors and a style-matching 18-inch rear wheel. A “slammed and trimmed” front fender tightly hugs the tire’s curve.

As is typical of CVO models, the SG is slathered in deep, rich chrome. The lovely hand and foot controls are from Harley’s Rumble Collection, and the blingy brightwork is carried over to the fork sliders, dipstick and trick, push-button fuel door, among a myriad of other places. 

If you’re a fan of attractive rear ends, the CVO SG will turn you on. A pair of vertical LED tail lamps are cleanly frenched in to the area between the extended saddlebags and the rear fender, providing stop lights and turn signals in one nicely integrated design under smoked lenses. The rear view is punctuated by tasteful billet end caps on the exhaust’s dual mufflers.

Six speakers and a standard iPod nano provide a premium audio experience on the road. Note also the flush-mount filler cap and LED fuel gauge atop the fuel tank.

The CVO SG also gets a unique fuel tank. It began life as a 6.0-gallon cell from a Road King, but it’s been customized with a flush-mount gas filler on the right, with a matching LED fuel gauge on the left. A new low-profile console is accented with a unique “liquid metal” tank medallion.

As you’d expect from the CVO division, it lacks nothing in terms of standard accessories, which include cruise control, ABS, bag liners and H-D’s Smart Security System.

“The theme this year is big audio,” said Randy Klopfer, CVO’s team manager, at the CVO’s press launch.

And the SG backs up that statement with a 100-watt-per-channel stereo that delivers tunes to no less than six speakers. In addition to typical audio functions and XM Radio, the SG comes equipped with an 8GB iPod nano (etched with Harley’s bar-and-shield logo) that docks in a holder in the right saddlebag. Two full-range speakers and two tweeters kick sound at a rider from the color-matched fairing cockpit, while clarity and bass response is augmented by a pair of 6.5-inch speakers located in the fairing lowers.

All 2011 CVOs are set apart from regular OEM Harleys by the fitment of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor. This fuel-injected engine’s extra displacement gives it a factory crankshaft rating of 115 ft. lbs. of torque at its 4000-rpm peak. That’s up significantly from the 96-cubic-incher’s claimed 92.6 ft-lbs at 3500 rpm. A high-torque starter and a stronger clutch handle the big engine’s extra demands.

Harley’s TC110 powerplant displaces 1803cc and is only available from the factory in CVO models. It boasts a 19.5% increase in peak torque over H-D’s standard TC96.

We’ve become big fans of Harley’s Touring line since the total chassis overhaul in 2009, and the Street Glide proves to be the most manageable FL of the bunch. The low-profile 130/60-19 front tire responds with sharper reflexes than the taller rubber on other FLs, and the SG does well to hide its considerable 852-lbs fully fueled wet weight. Dual 4-piston front calipers and standard anti-lock control provides stout speed retardation.

Short riders are aided in handling that bulky mass by a new low-profile seat located just 27.4 inches off the ground, but it comes at the cost of a minute 2.0 inches of rear suspension travel. The seat itself, with simulated snakeskin inserts and matching passenger backrest, is quite comfortable, but the slammed suspension can be harsh over big bumps. The 41mm fork’s 4.6 inches of travel has an easier time sucking up large impacts. If tilting horizons is on tap, you’ll want to crank up the hydraulic rear preload to achieve Harley’s claimed 32 degrees of lean angle on the right; 30 degrees on the exhaust side.

The Street Glide is one of the most nimble V-Twin baggers around.

The CVO SG’s cockpit is a pleasant place to watch the miles roll up in front of you. The 7-inch tinted windscreen (from the Electra Glide) provides better protection than lesser SGs while still offering a suitably sporty style. A very neutral riding position helps the rider feel fully in control and comfortable. The audio system sounds great, the cruise control holds steady speeds, and the self-canceling turnsignals perform flawlessly.

"The CVO SG’s cockpit is a pleasant place to watch the miles roll up in front of you."

We were grateful to have the TC110 motor on our ride around Lake Tahoe that took us upwards of one mile high, elevations that would have the TC96 gasping for air. Throttle response is exemplary, and vibration from the big-cube motor is isolated from the rider at all cruising speeds, aided by the overdrive gear in the 6-speed transmission. 

The Street Glide is one of our favorite Harleys, and this CVO version ratchets up the performance, finish quality and luxury items to give it even greater appeal. As a light-duty touring rig, it’s nearly perfect, spoiled only by minimal rear suspension and a fairly limited stowage capacity.

Stylin’ while Glidin’.

A regular OEM Street Glide retails for nearly $18,000 with color options, which sounds reasonable next to the CVO’s $32.5K MSRP. But for the “alpha riders” who Harley says are its CVO customers and for whom money doesn’t seem to be a problem, this tarted up Glide will satisfy for its luxury, amenities and exclusivity – just 3700 or so will be built.

Source : motorcycle.com

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Ducati Monster 796 Review - 2011

When Ducati unveiled the Monster 696 in April 2008, the bike was a significant redesign of the previous generation Monster 695. Although the M-696 uses a revised and improved version of the air-cooled, two-valve-per-cylinder, L-Twin engine from the 695, the 696’s chassis and styling are notable departures from proceeding Monsters.

Since Ducati held a world press launch (in Barcelona) for what many would consider a not-so-significant model, it wasn’t much of a stretch to suspect at the time the 696 also served as a sign of things to come for the Monster line.

Sure enough, only five months after the 696’s launch, Ducati announced the Monster 1100.

The 2011 Monster 796 expands Ducati’s Monster line to three base models, and fits perfectly between the smaller and larger displaced 696 and 1100 Monsters.

Nearly two years have passed since the 1100 hit the streets. Would the Monster lineup consist of only two models?

Middle child born out of order

The 796 designation belies the Monster 796’s 803cc displacement.

It started to seem two new Monsters is all we’d get, as Ducati pumped out other non-Monster models posthaste on the heels of the Monster 1100 introduction. Three new motorcycles (the 1198 superbike, the Streetfighter and the Hypermotard 796) were unveiled over a yearlong period, from late 2008 to late 2009, yet not one of them would grow the new Monster line.

However, as in life, and for reasons we don’t always understand, things arrive seemingly out of order.

It wasn’t until April of this year Ducati let the monster out of the bag that a third naked sportster would join the Monster family. Rather than move up the performance ladder, surpassing the Monster 1100, the latest M bike, the Monster 796, slots right in the middle.

Ducati did the mash. They did the Monster mash.

The 796 fits the “monster” moniker well; it’s an amalgam of naked Ducatis.

The same air-cooled, two-valver, 803cc L-Twin lump that motivates the Hypermotard 796 powers the Monster 796, while its single-sided swingarm and wheels are the same as those on the Monster 1100. The 796’s wheels are spruced up with partial red pinstripe, and spin the same 180/55 rear and 120/70 front Pirelli Diablo Rosso tires fitted to the 1100.

The meaty steel-tube trellis main frame is shared across the Monster line, but the 796 employs a new subframe to allow for accessory bolt-on passenger grab handles.

Chunky but artful looking steel-tube trellis main frame is shared across the Monster line. The 796 gets the Monster 1100’s wheels, swingarm and tires.

Suspension on the 796 consists of an inverted, non-adjustable 43mm Showa fork and a Sachs shock adjustable for spring preload and rebound damping – similar to that on the Monster 696. The Monster 1100’s 43mm inverted Showa fork is fully adjustable while its Sachs shock offers the same range of adjustments found on the 696 and 796.

Scrubbing speed on the 796 is the work of dual four-piston radial-mount Brembo calipers grabbing 320mm discs; a two-pot Brembo squeezes a 245mm disc out back. This is essentially the same system utilized on the 696 and 1100, save for the use of a radial-pump master cylinder on the biggest Monster.

Standard niceties for the middle child Monster include an attractive “micro bikini” windscreen, four-way adjustable clutch and brake levers and a pillion seat cover.

Press materials for the 796 eagerly highlight its 31.5-inch seat height is 0.4 inch lower than the 1100’s saddle, and that the 796’s tapered handlebar sits 0.8-inch higher than the bigger Monster’s bar. These changes, says Ducati, are made in response to Monster customers’ requests. In fairness to the 696 we figured we’d let you know its seat is 30.3 inches off the ground.

“Micro-bikini” fairing comes standard. One-piece tubular handlebar is a little less than an inch higher than the Monster 1100’s bar. The headlight is identical to headlights on the 696 and 1100.

Ducati claims the new Monster 796 weighs 369 lbs dry, while the 696 scales in with 355 lbs dry and the 1100 bellies up to the bar with 373 lbs dry. Optional ABS (available for all Monsters as of 2010) adds about four pounds and $1,000 to each model; ABS also reduces the standard Monsters’ 3.8-gallon fuel capacity by 0.2-gallons.

Splitting the difference in Monster performance

The 796 strikes the perfect balance in the Monster lineup.

During our dyno testing the 796’s 803cc Twin produced 76.1 peak rwhp at 8400 rpm – only a few hundred rpm short of redline – with peak torque just shy of 53 ft-lbs at 6400 rpm.

Those figures likely won’t thrill literbike fans, but the 796’s additional 107cc bring a nice improvement in thrust over the 696’s somewhat wheezy mill (80 hp and 50.6 ft-lbs claimed at the crank). Of course, the middle Monster’s engine isn’t as exhilarating as the 1100’s more potent lump that churned out 85 ponies and 68.5 ft-lbs for us early last year.

Editor Jeff Cobb easily plants a knee while strafing canyons aboard the new Monster 796. He found that although the footpegs touch down now and then, “they are high enough that you’re a hero if you do it regularly.”

However, the 796’s predictable power production makes for a more manageable ride – an appealing quality for newer or returning riders – compared to the sometimes-a-handful amounts of low-end torque the 1100’s bigger, 1078cc Twin is capable of making.

Common to most Ducs is snatchy low-rpm fueling; the Monster 796 is no less a victim of this known issue. Get the 796’s digital bar graph tach registering above 4K rpm, or so, and it’s smooth sailing throttle response from there on out.

Middle child Monster retains the light but neutral handling, and excellent mid-corner stability, the other two Monsters provide. Brake performance from the 796’s Brembos consists of lots of stopping force – impressive force, actually! Braided stainless steel lines offer good feedback allowing the rider to easily and accurately modulate stopping power at the lever.

The clutch system also uses a stainless steel line, which is at least partly responsible for a remarkably low-effort pull at the lever. Unfortunately, this easy lever action hightpoint is all but negated by an ultra-sticky six-speed gearbox. Shifting was decent once up to speed, but low rpm shifts were notchy, and finding neutral was nothing less than a mechanical annoyance.

Since our Monster 796 was a virtual FOB (fresh off the boat) test unit with hardly any miles on the all-digital clock, out of pity we gave the trans a passing grade rather than flunking it altogether.

Crazy tall gearing is also a nominal but notable drawback for the transmission. An enterprising and creative 796 owner could fiddle with different countershaft or rear sprocket changes to help the bike accelerate more briskly up top, and overcome the tall gearing that’s likely a result of ever-stricter emissions regulations.

Radial-mount Brembo calipers mercilessly squeeze 320mm rotors, offering more than enough stopping power. Our 796 test unit was ABS-equipped. We could feel ABS activation in the brake lever, but pressure feedback was far less intrusive than on other modern ABS systems we’ve sampled. Pirelli’s Diablo Rosso tire is a perfect match to the 796’s overall performance package.

During our time with the 796 we saw an observed 40 mpg. The 796 should easily eclipse our measured fuel economy if you factor out fuel-eating repetitive photo passes and our immature activity of wheelie-ing from stoplights whenever possible.

Middle Monster the best Monster?

Regular Motorcycle.com guest tester, and owner and rider of many Ducatis, Kaming Ko, proclaimed the Monster 796 as the best of three Monsters. This is an interesting opinion considering Kaming is a salty vet rider fond of large displacement sportbikes.

Kaming lauded the 796 for its welcoming, confidence-inspiring neutral handling that’s complemented by just enough get up and go power from the engine to make riding the 796 all day long fun.

Distinctly Ducati, distinctly a Monster. Pound for pound, the 796 might be the best of combination of all things that make a Monster.

Indeed, the M-796’s combination of handling, excellent brake performance and an engine that’s plenty powerful yet easily managed, make this Monster the perfect combo of its Monster mates.

In nearly every way, including pricing, the 796 goes right up the middle. An MSRP of $9,995 is $1,000 more than the Monster 696 and $2,000 less than the Monster 1100.

The Monster 796 is available in red, black or white. Ducati’s Logomania offers 10 additional schemes via the removable faux fuel tank panels, seat cowling, micro-bikini fairing and front mudguard.

Source : motorcycle.com

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BMW F800R Review - 2011

The appealingly edgy BMW F800R has finally made its way to America after an 18-month run in Europe. The 800R naked roadster is part of BMW’s plan to capture a younger audience. BMW Motorrad’s new ethos is to be more edgy and state of the art, much like BMW’s automotive side and exemplified by its S1000RR superbike. Not only has the RR become the best-selling BMW in America, its owners’ average age is just 34 years.
“A runaway success” is how Pieter De Waal, VP of BMW Motorrad USA, describes the S1000RR, especially considering the current depressed market. “When selling something nobody needs,” De Waal says, “you’d better give them a very good reason to buy.”

BMW’s F800R finally makes its way to America, arriving in dealers this month. This BMW Motorsports paint scheme adds $650 to the 800R’s $9950 MSRP.

So, in its quest to get “younger, more dynamic riders,” the futuristically urban F800R is offered to American riders for the first time, replacing the mechanically similar F800S in BMW’s 2011 lineup. The 800ST remains unchanged.
The F800R is essentially a stripped version of the 800ST that earned our respect when it beat Honda’s competent VFR800 Interceptor in a sport-touring shootout.
Key distinctions aside from the 800R’s obvious lack of fairings are a double-sided swingarm replacing the ST’s single-sided arm and asymmetric dual headlights sporting H7 bulbs. The ST’s low-maintenance belt drive is replaced with a chain and sprockets in the same final-drive ratio, while gears 4 to 6 are shorter. Its sixth gear matches fifth on the 800GS.

The F800R uses a chain drive and a double-sided swingarm, standing apart from the F800ST.

At a list price of $9950 (plus a $495 destination charge), the F800R retails for about $1000 less than the base F800ST’s $10,990 MSRP. Deleting the ST’s single-sided swinger and belt drive keeps the R’s price under that magic $10K mark. BMW reps say a belt-drive system costs more than a chain.

As a naked sporty bike, the F800R is a decathlete of sorts, able to barge its way through commuter traffic on Monday then tear up the canyons on weekends. A comfortably upright stance yields accommodating ergonomics, with the one-piece handlebar just a slight forward reach – perfect.

Ergos fall a bit short only with marginal seat-to-peg room. The standard seat sits at a modest 31.5 inches; optional-at-no-extra-charge seats bring it 1 inch in either direction. Adjustable footpegs would be a worthy addition to a multi-purpose bike like this one. Mirrors are mounted a little too low for easy rear views.

High-tech switchgear is part of the F800R’s updated package.

New to our F800R is updated switchgear incorporating Molded Interconnect Device (MID) switches, in which a laser creates circuits and conductors in the plastic housings instead of using individual wires for each circuit. This allows for multi-function switches within compact dimensions. For example, the functions for the starter and kill button have been combined in a single rocker switch.

Another notable bit of info about switches: The F800R is the latest BMW model to abandon the German brand’s traditional three-button turnsignal arrangement in favor of a single combined switch on the left side like all other bikes except for Harleys. All switches on the 800R feel precise and smooth, and adjustable levers provide variable reach.

BMW’s middleweight roadster feels slim between the knees, aided by the fuel tank being housed under the seat. With its maximum of 4.1 gallons on board, the R is said to weigh a reasonable 440 lbs.

Distinctive asymmetric headlights provide personality, capped on our bike with an appreciated accessory windshield.

The F-R fires up readily and quickly settles into a low idle. Its 798cc parallel-Twin engine is familiar to F800 owners, using the same 360-degree firing order in which one combustion event occurs each crank rotation, with pistons going up and down together. This is the same firing sequence used on BMW’s Boxer Twins, giving them a similar exhaust sound.

Despite an uninspiring exhaust note, the F800 motor is very effective. BMW notes that it has more torque than anything else in its class, and it indeed pulls strong from just 3000 revs. The engine’s flexibility is aided by a fantastic gearbox – light, positive and seamless. Its only flaw is a clutch that engages at the end of its travel over a fairly narrow friction zone.

Although the DOHC cylinder head design is similar to the K1300 engines, using finger followers for cam actuation, the parallel-Twin is no screamer. It has a linear power build-up that comes on strong at 6000 rpm when its torque peaks, rushing forward to its 80 rear-wheel horsepower climax, as measured on the 800ST when we last tested it. BMW tells us to expect nearly identical numbers.

New to the F800R is the use of a variable-pressure fuel system that precisely supplies fuel volume and its timing according to the power requested. This makes it more efficient than a constant-flow system which varies fuel only by duration, with no variance in timing, and it eliminates the need of a fuel-return line. This sophistication requires an ECU with four times the processing power, and BMW says it offers improved power delivery, better economy and fewer emissions.

The F800R showcases designer David Robb’s industrial influences. The black appendage sticking out from the dummy fuel tank is the intake snorkel for the airbox.

The F800 engine has already proved to be economical with fuel, averaging an excellent 48 mpg with our 800ST, although it does require premium fuel. BMW claims a 55 mpg average for the 800R, which we weren’t able to verify with our limited seat time.

Perhaps the most amiable part of the 800R’s personality is chassis tuning that feels exceedingly neutral in all cornering situations. The fairly wide bars enable swift yet secure steering from a 25.0-degree rake and 91mm of trail, while a rangy 59.8-inch wheelbase and a steering damper on the lower triple clamp provides reassuring stability. It’s a willing and capable accomplice, from a residential street to a sweeping mountain road.

The F800R can be hustled down a canyon road thanks to sharp but benign handling qualities.

Seventeen-inch wheels are conveniently fitted with side-exit valve stems and are shod with typical 120/70 and 180/55 tires, opening the bike up to virtually every type of sport rubber. Our bike had a set of Michelin Pilot Powers, and we had no complaints with them.

A naked bike’s biggest compromise is revealed during highway riding – an upright stance and a lack of wind protection brings its own sacrifices. And yet the F800R acquitted itself quite well. A slim midsection and an accessory body-colored flyscreen ($250) handle the bulk of the airflow directed at a rider, relatively speaking.

As in the F800GS and 800ST, the inline-Twin utilizes a pivoting balance arm running below the crankshaft to counter vibration, an arrangement unique among motorcycle engines. The compensation rod moves up and down in the opposite direction of the pistons in a system that’s quieter than the gears or chains that drive conventional balance shafts.

The BMW F800R is a tidy and interesting roadster. Note the silver filler cap for the underseat fuel tank. Three other color options are available aside from our Shine Yellow Metallic/Black Silk Shining version.

However, some low-amplitude vibes become apparent at generous freeway speeds. The engine’s turning about 5100 rpm at 80 mph, which is right around when vibration seeps its way to a rider. That said, the vibe frequency isn’t at the high end, so they are not totally bothersome. Despite a lack of legroom, an hour in the saddle induces zero pain in the butt.

The highway ride is smoothed over by a generous 4.9 inches of travel at both ends. There are no adjustments available for the 43mm fork, but the rear shock has spring preload and rebound damping provisions, both adjustable by hand dials. It’s an effective compromise of control and comfort that suits the R’s personality.

Gauges are compact and functional except for the small numbers on the speedometer.

The 800R’s braking duties are handled by a pair of Brembo two-piece, 4-piston calipers clamping on 320mm discs. Feel is quite good through non-flexing steel brake lines. Our bike was upgraded with a performance ABS system, a $900 option. Like the HP2 Sport, its ABS uses an additional pressure sensor that delivers a higher threshold before the ABS computer intervenes. The system is smart enough not to intrude when only light brake pressure is applied, such as when decelerating over bumps. It’s remarkably transparent, which is to say admirable.

Instrumentation is by a variation on the gauges on other F800s, here with an analog speedo sitting atop an analog tach, flanked by an LCD info panel that can be toggled through various displays. For instance, our test bike’s optional tire-pressure monitor ($250) and heated grips ($250) each have their own readouts. A gear-position indicator is handy and easy to read – we wish the same could be said of the small numbers on the speedometer. 

The F800R is an appealing and versatile platform, and one of its advantages over its competitors is a broad range of options and accessories to build it to your taste. A great place to start is the Premium package which bundles ABS brakes, heated grips and a trip computer for $1445.

Other handy options include a 12-volt accessory socket ($50), alarm ($395), expandable saddlebags and a centerstand. Cosmetic additions include a seat cowl, radiator trim panels and a belly pan. A titanium Akropovic exhaust is the only performance component.

We’re glad BMW is giving Americans a crack at its F800R. Note the one-piece seat with an expansive passenger section and nylon grab bars.

Conclusion

The F800R stands ready for a shootout.

We’ve repeatedly extolled the virtues of sporty naked bikes, believing they offer the best compromise of versatility, performance and value. Our time aboard the F800R only reinforced those views. Here’s a do-almost-all motorcycle from a premium manufacturer that retails for less than $10,000. Adding desirable options will bump up that price (as tested, ours cost nearly $12K), but we’re glad so many are available to customize it to its rider.

"Here’s a do-almost-all motorcycle from a premium manufacturer that retails for less than $10,000."

One caveat of our endorsement for the 800R is to note some simmering competition from other parts of the Old World. The BMW just isn’t as glamorous as a Ducati Monster 796, and its fun factor can’t match the riotous Triumph Speed Triple. And let’s not forget the functional exoticness of Aprilia’s Shiver. BMW’s three-year/36,000-mile warranty sets it apart. 

On its own, the F800R is an entertaining take on the middleweight sports roadster, with a clear advantage in factory options. What’s left is to determine how it stacks up to its class rivals. Do you sense a shootout coming on?

Source : motorcycle.com

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