motorcycle classic

Classic Rebuild: 1972 Harley-Davidson FLH

2008-07-04T19:17:00.000-07:00

Specifications:

OWNER: DAVE FEENEY
CITY: SAVANNAH, GA

GENERAL
YEAR/MAKE: 1972 FLH HARLEY-DAVIDSON
ASSEMBLY: OWNER / FRED JENKINS
TIME: 14 MONTHS
CHROMING: PALM BEACH PLATING
POWDER-COATING: SUMMAX

ENGINE
BUILDER: FRED JENKINS
STYLE: 72 SHOVEL
DISPLACEMENT:  1200CC
IGNITION: 1996 ELECTRONIC / SCREAMING EAGLE COIL AND MODULE
LOWER END: STOCK HARLEY / HIGH SPEED BALANCED
PISTONS: HARLEY / HASTINGS RINGS
CASES: HARLEY / POWDER-COATED
HEADS: HARLEY / POWDER-COATED
CYLINDERS: HARLEY / POWDER-COATED
VALVES: BLACK DIAMOND
CAM: CRANE H298-B 440 LIFT
LIFTERS: HARLEY HYDRAULIC
CARB: 40MM CV KEIHIN
AIR CLEANER: SCREAMING EAGLE HI-FLOW KIT
PIPES: CYCLE SHACK 1 3/4" DRAGS
TRANSMISSION
YEAR: 1972
BUILDER: JOHN ANDRIOTIS / FRED JENKINS
TRANNY CASE: CHROME
TRANNY COVERS: CHROME
PRIMARY: WET-SUMP LATE MODEL STYLE
CLUTCH: BARNETT WET/DRY WITH PERFORMANCE SPRINGS

PAINTING
MOLDING: THE BODY SHOP
PAINTER: THE BODY SHOP
COLOR: DARK CRIMSON-PEARL
TYPE: PPG

FRAME
YEAR: 1972
BUILDER: HARLEY-DAVIDSON
TYPE: SWINGARM

ACCESSORIES
BARS: STAINLESS ROADSTER BARS
FENDERS: STOCK FLH
FUEL TANKS: LATE MODEL RUBBER MOUNTED
HEADLIGHT: RICK DOSS FLH HOUSING
OIL TANK: WRAP AROUND / POWDERCOATED
PRIMARY COVER: DRAG SPECIALTIES
SEAT: LARRY BRYANT
TANK PANEL: LARRY BRYANT
MIRRORS: CCI MIRAGE
GRIPS: LARRY BRYANT

FORKS
TYPE: FLH ELECTRAGLIDE
CHROMED LOWER LEGS AND HOUSING

WHEELS
SIZE: 16" STAINLESS SPOKES
HUBS: CHROME
TIRE: DUNLOP 402
BRAKES: FRONT GMA DUAL PISTON
REAR DRUM / CHROMED DRUM AND BACKING PLATE
STAINLESS BRAIDED BRAKE LINES

2007 Ducati Monster Monster S2R 1000

2008-06-26T05:17:00.000-07:00

The Monster S2R 1000 is a blend of sport and character -- the power of the 1000 Dual Spark engine combines with the Trellis frame to pack a punch and confidence into every corner. The S2R 1000 is the ideal choice for anyone who wants the ‘mean’ look of the SR series with more power and the simple beauty of an air-cooled engine.

Our most powerful air-cooled Monster is driven by the highly efficient and ultra-reliable 1000 Dual Spark engine, delivering 95hp of high torque power. The 1000 DS engine was developed with the specific objectives of increased broad linear power and increased efficiency, and the result is ideal for the S2R 1000. The Dual Spark solution gives a more efficient combustion and boosts power, especially at low and medium rpm, and when combined with advanced fuel injection and computer engine control, the 1000 DS never fails to thrill

2007 Ducati Monster Monster S2R 800

2008-06-26T05:14:00.001-07:00

provides in dept information of new and used 2007 Ducati Monster Monster S2R 800 motorcycles. For new 2007 Ducati Monster Monster S2R 800 motorcycles you can review specs, view photos, read our excellent reviews, search our data base and even compare two or three models side-by-side. Sit in comfort at home and read our listings or search our database for used 2007 Ducati Monster Monster S2R 800 motorcycles. MotorcycleConnect.com allows you to search through our used ads which have been submitted by users all over the United States, you can start by entering the fields so you can locate a used motorcycle near you. We have many used 2007 Ducati Monster Monster S2R 800 motorcycles for sale. We have a complete line of all new 2008 - 2008 2007 Ducati Monster Monster S2R 800 models with indept information to select from. We provide detailed specs straight from 2007 Ducati Monster Monster S2R 800 to let you have all the information you need
Those who wish to enter the Monster family with a bigger bang, both in terms of styling and performance, need look no further than the S2R 800.

This entry to the high performance SR series Monsters features the exclusive APTC system, ensuring maximum safety on extreme rides thanks to the slipper-clutch action when down-changing. The system also makes city riding much more comfortable because of the reduced clutch lever effort. Its Euro 3 compliant, air-cooled, 800 L-Twin Desmo engine delivers sports-level performance, yet is balanced, reliable and easy to tame, thanks to the racing-derived electronic fuel injection system and computer controlled engine management.

2007 Ducati Sport Classic Sport 1000 S

2008-06-26T05:14:00.000-07:00

In a repeat of history, Ducati now follows the 1970s trend of individualism and performance enhancement by introducing a period-style fairing to create the Sport 1000 S. Boasting a dual seat and twin shocks, the Sport 1000 S lets you enjoy the Café Racer style two-up. A bold new colour scheme features red bodywork on a red frame. Black wheels and a black exhaust system contrast strongly against the red bike and other black components complete the classic picture. A removable tailpiece cover gives the Sport 1000 S the Café Racer look, but when removed reveals a seat for your favourite passenger.

Ducati road holding
The Sport 1000 S is built with quality throughout. Its confident road holding is thanks to its race-inspired Trellis frame and sport-tuned suspension. It mounts high performance Marzocchi 43mm upside-down front forks with classic brushed aluminium surfaces, while rear suspension is handled by twin high performance fully adjustable Sachs shocks. The Sport 1000 S bristles with classic Café Racer appeal, while still delivering the superior road holding and performance you expect from Ducati.

2007 Ducati Sport Classic Sport 1000 bip

2008-06-26T05:12:00.000-07:00

In the 1970s, sport riders were modifying their street bikes with some of what they saw being used on the racetrack, including clip-on handlebars, rear set footpegs, and ‘fast’ colours. This was done just as much for the look as for increased performance. The Café Racer style was born.

A classic for today - now coming with seating for two.
The new 2007 Sport 1000 biposto, with a comfortable dual seat, raised handlebars and classic twin shocks, elegantly captures the bold style of the early bikes. A removable rear seat cover gives the Sport 1000 biposto the Café Racer look, but when removed reveals a seat for your favourite passenger. The Sport 1000 is also available in the monoposto version. Whether you select the monoposto or biposto version, the Sport 1000 is built with quality throughout. The Sport 1000 biposto mounts high performance Marzocchi front forks with classic brushed aluminium surfaces. For rear suspension it mounts a massive 60mm swingarm, with twin fully adjustable Sachs shocks. The unique suspension layout of the Sport 1000 biposto ensures that its look matches the classic appeal of the bike, while still delivering the superior road holding and performance you expect from Ducati

2007 Ducati Multistrada 1100 S

2008-06-26T05:04:00.000-07:00

The Multistrada 1100 S earns its ‘S’ status by adding world-class suspension and componentry to an already loaded high performance motorcycle.

The powerful 1100 engine is matched in the ‘S’ version with the renowned Öhlins suspension front and rear. Fully adjustable 43mm Öhlins forks with low friction TiN fork sliders are complemented by a fully adjustable Öhlins rear shock for Superbike-class road holding.

The impressive list of ‘S’ components includes light and aggressive tapered alloy handlebars plus carbon fibre cam belt covers and front fender.

The Multistrada 1100 S: conquer any road.

2007 Ducati Monster S4R Testastretta

2008-06-26T05:03:00.001-07:00

The Monster 2007 range is now bigger and better with the new S4R Testastretta. This new bike gains the famous 130 hp Testastretta low sump L-twin engine, previously mounted only on the top version S4Rs Testastretta.

Founder of the SR family, this bike takes upon a very important role, coming up alongside the S4Rs Testastretta which represents the current performance and equipment apotheosis. The S4R develops and increases in power going from 117 hp of the previous engine, to the 130 hp of the Testastretta, maintaining its very important role in the SR family: its two-sided mufflers, the aluminium trellis single-sided swingarm, the small fairing, the exclusive paint schemes, the high quality suspensions, joined together with the powerful low sump Testastretta engine, is a milestone in the development of the Monster S4R Testastretta.
A bike that, in the new Ducati 2007 range, has a very important role, catching the attention of the most exigent performance–oriented “ducatista”.

The S4R Testastretta is different from the “s” version due to the suspension. The front forks are now fully adjustable upside-down Showas, giving the customer the possibility of a perfectly balanced bike. The rear is fully adjustable with piggyback shock absorbers by Sachs, allowing modification of suspension settings. The height of the rear of the bike is adjustable too by the modification of the length of the push rod.

Whilst respecting the previous version, the S4R MY ’07, has, like the S4Rs, the prestigious Brembo front brake system. The front has now a prettier look thanks to the new front fork bottom end, purposely created to fit the Brembo radial callipers.

The new S4R Testastretta is now available in two new colour schemes: Titanium with a black stripe, and in the traditional Ducati red with a white stripe.

Both colour versions have the red frame with the black painted swingarm, just like the new Showa front fork bottom end. A lot of the other components are painted black: the headlamp support, the steering plates, the risers, the footrests and the water cooler side covers.

The bike will be available in the early October.

All 2007 Ducati models require less frequent service, less parts and labour during each service and, as a result, greatly reduced scheduled maintenance costs – by as much as 50%

2007 Ducati Multistrada 1100

2008-06-26T05:02:00.000-07:00

The new Multistrada 1100 widens the horizons of all those who are ‘sport motorcyclists’ at heart but still want a bike they can use seven days a week. Riding a Multistrada makes every road a thrill. The punchy new 1100 Desmo L-Twin engine with smoother, more tractable power, coupled with a refined chassis, delivers confident handling and optimal comfort, even over long distances.

The unmistakable Ducati Trellis frame combines with a fully-adjustable suspension that allows the rider to adapt the bike to any road condition and every riding style. Rider comfort has been further improved with new vibration-isolated handlebars.

Superb road holding, a powerful new 1100 engine and all day comfort give the versatile Multistrada a unique personality and character in true Ducati style

2007 Ducati Monster 695

2008-06-26T05:01:00.001-07:00

The 695 is a most unique offering in the world of motorcycles – welcoming to beginners, and yet able to deliver a level of performance that can also thrill advanced riders.

Compared to the 620, which it replaces, the 695 is a leap forward in performance. The potent new L-twin delivers much greater horsepower and torque – the highest output per cc of any Ducati air-cooled engine. But just as important, the 695's engine produces smoother and more fluid power, while still making every twist of the throttle exciting.

The 695 introduces new graphics and colour treatments in step with its increased performance. A matte black colour combined with red, long associated with Ducati Corse, has been selectively applied to the bike.

The engine of the 695 is its most important technical advancement, and much more than an additional 75 cc's of displacement might indicate. The 63 hp of the 620 has been increased to 73 hp for the 695, the highest output per cubic centimetre of all Ducati air-cooled engines.

The rider's environment on the 695 is one of comfort, control and confidence. With the lowest seat height of any Ducati, riders can plant both feet securely on the ground. The rider's position is more upright as hands reach to a set of raised handlebars that are a bit wider for increased comfort and control. The footpegs strike a comfortable balance between a rearward 'sport' position and a forward 'laid-back' sport cruiser position. All in all, a rider feels confident and in control aboard a Monster 695.

The 695 takes full advantage of the confidence inspiring road-holding and stability contribution of the Ducati trellis frame design. The trellis frame is light, rigid and beautiful, and distinctively Ducati. Quality Marzocchi 43 mm inverted forks and a Sachs rear shock, both crafted in Italy, smooth out the bumps and add their share of poise to the 695's road manners.

2007 Ducati Sport Classic GT 1000

2008-06-26T04:51:00.000-07:00

The essential beauty and timeless style of the Ducati GT models of the 1970s now comes to life again with this bike. The new Ducati GT1000 is a bike to be ridden every day, with a balance of two-up comfort and Ducati Desmo Twin performance. The classic tradition of Italian Grand Touring returns in a successful mix of style and performance, available also in a special new two-tone version.

The philosophy that lies behind the new Ducati SportClassic family finds further emphasis in this new model, which completes the range and fully lives up to the expectations and promises made at the moment of its Tokyo Motorshow launch in October 2003.

As you would expect from a motorcycle inspired by the original icons of Ducati sport motorcycles, every element and component is built with only the highest quality materials and engineered with performance as a priority. Although classically inspired, the GT is a modern Ducati motorcycle, so it must be powerful, handle confidently and be exciting to ride every day.

The shapes of the GT1000 are modern interpretations of the classic lines of the original GTs of the 70s. The rather slim fuel tank features knee cut-outs on the sides and deep sculpting that allows a comfortable riding position. Full fender front is mounted with elegant aluminium tubing braces. The trim side covers remind us of the 70's originals, and feature small venting holes for accent. Many of the details like the top crowns, fork caps and handlebar mounts are finished in polished aluminium, and are complimented with the chrome surfaces of the wheels, instrument trim, handlebars and horn covers. Finally, the classic look is completed with chrome full-length exhaust pipes and mufflers, one per side.

The rider's position on the GT1000 is one of comfort and control. The chromed tubular steel handlebars enables an upright riding position to be maintained. A well-padded dual seat is sewn in a classic pattern and features 'Ducati' printed in white proudly on the back. Rider footpegs are placed conservatively forward allowing comfort and good ground clearance at the same time. The GT1000 is a true two-seater, so the passenger's footpegs are also sensibly placed for all-day comfort.

The advanced Desmo 1000 Dual Spark engine powers the GT1000. The torquey air-cooled L-twin is the perfect match for the GT1000's comfort and performance attributes. Alloy cylinders, with their traditional cooling fins form the classic "L" configuration, reminding us of the original Taglioni design. Slim between the legs and exposed for all to see, the latest two-valve Desmo system, fuel-injection, computer controlled engine management and Ducati Testastretta technology ensure that the 1000 DS engine is powerful, dependable and thrilling to ride.

Three Italian 350s: Ducati, Benelli & Morini

2008-05-13T08:27:00.001-07:00

TECH SPECS

1974 Ducati 350 Mk 3 (ex short circuit race bike)

Capacity: 340cc

Cylinders: 1

Comp ratio: 10:1 (9.5:1 std)

Dry weight: 125kg

Brakes: Front, double sided SLS Grimeca drum. Rear, drum.

Power output: 36bhp (est)

Modifications: 32mm Amal Mk2 carb, green/white cam, raised compression, modified valves, 'total loss' ignition system.

1978 Moto Morini 3 ½ Sport

Capacity: 344cc

Cylinders: 2

Comp ratio: 10:1

Dry weight: 150kg

Brakes: Front, single disc. Rear; drum.

Power output: 39bhp

Modifications: Tarrozzi rearsets and fork brace.

1981 Benelli 354 Sport

Capacity: 345cc

Cylinders: 4

Comp. ratio: 10.4:1

Dry weight: 190kg

Brakes: Front, twin disc. Rear, single disc.

Power output: 38bhp

Modifications: None.

B-KING

2008-04-23T11:44:00.000-07:00

Concept model displayed at the 35th Tokyo Motor Show, and received a big public response. The super charger was installed on the "Hayabusa 1300" engine generating a high torque and acceleration. The IT technologies such as mobile phone and GPS were packed in the powerful and unique body style.

GSX-R1000

2008-04-23T11:40:00.003-07:00

The GSX-R1000, based on the compact and efficient GSX-R750, came to own the racetrack. Its well-balanced design put a premium on power and reduced weight and the design philosophy essentially echoed that of the GSX-R750 and the GSX-R600. Powered by liquid-cooled DOHC 16-valve 4-cylinder 988cc engine featuring narrow-angle valves and downdraft individual throttle body fuel injection. The GSX-R1000 had become the flagship of the GSX-R line with its phenomenal potential.

QuadSport Z400

2008-04-23T11:40:00.002-07:00

A totally new sport ATV built with torque-loaded performance from its state-of-the-art liquid-cooled aluminum-alloy DOHC 4-valve engine, aggressive styling which made this exciting ride look like it was moving, and sport-tailored tube-frame chassis with long travel suspension, triple disc brakes plus radial tires on aluminum-alloy wheels. The QuadSport Z400 was best used to escape the modern technological world from which it came.

BURGMAN 650

2008-04-23T11:40:00.001-07:00

The BURGMAN 650 boasted the largest displacement of any motor scooter at the time. The machine's sheer power and the use of a Suzuki Electronically-controlled Continuously Variable Transmission (SECVT) distinguished the scooter from its competitors. Using a handlebar-mounted control switch, the rider could select the appropriate shift mode - two automatic modes and a manual mode - according to conditions.

RM-Z450

2008-04-23T11:35:00.000-07:00

Suzuki's original 4-stroke motocrosser. The new 4-stoke 449cc engine employed Suzuki's innovative technologies such as SASS (Suzuki Advanced Sump System) which positions the crankshaft lower to reduce the center of gravity, and SAVS (Suzuki Active Vent System) which reduces crankcase pressure. It also featured a unique aluminum swingarm and Showa inverted cartridge front forks to offer a better maneuverability.

KINGQUAD 700

2008-04-23T11:34:00.000-07:00

The KINGQUAD 700 boasted not only industry-leading engine displacement to deliver abundant torque, but sophisticated technologies adapted from Suzuki champion sportbikes. Released in 2005, the KINGQUAD 700 fulfilled consumer's desire. Absolutely unique features made the KINGQUAD 700 one of the most maneuverable, comfortable and versatile ATV on the market.

G-STRIDER

2008-04-23T11:32:00.002-07:00

Concept model with 916cc engine with electronically-controlled CVT (Continuously Variable Transmission) installed imaging a machine driving on the streets like a flying glider. Suzuki's unique and innovative styling design was given to the next generation bike to strongly express a "simpler" and "more comfortable" world of motorcycles.

STRATOSPHERE

2008-04-23T11:32:00.001-07:00

Concept model with 1100cc engine pursued the limits of compact design, resulting in an in-line 6-cylinders with width similar to the conventional in-line 4-cylinder engines. The adoption of materials such as hammered aluminum and Damascus steel embodies Suzuki's suggestions for a styling design to incorporate the characteristics of materials themselves.

QuadRacer R450

2008-04-23T11:32:00.000-07:00

QuadRacer R450 Ready-to-race ATV embodies an entirely new concept. The fuel-injected 450cc 4-stroke engine, based on the race-proven RM-Z450, delivered power smoothly over a wide band. Featuring 5-speed transmission, wide-track racing chassis with long-travel suspension and an exciting, aggressive look. The QuadRacer R450 became the flagship model in Suzuki's sport ATV line-up

GSR600

2008-04-23T11:29:00.001-07:00

GSR600 Intended as an additional to Suzuki's range of middleweight motorcycles, the GSR600 sport naked motorcycle featured a very original stylish styling design with the center-mount muffler, and the easy-to-use 600cc engine balanced of high performance and advanced technology. The GSR600 retains the race-proven GSX-R600's ultra-compact lightweight 4-stroke 4-cylinder engine - tuned to yield broader power band with greater low- and mid-range torque

SUZUKI BOULEVARD M109R

2008-04-23T11:28:00.000-07:00

Suzuki's flagship V-Twin cruiser was designed by enthusiastic Suzuki engineers who drove across the US in their research. The heart of the machine was an all-new 1783cc V-Twin engine with 112mm bore and 90.5mm stroke made for the largest reciprocating pistons in any production passenger car or motorcycle. It also featured an inverted 46mm cartridge front forks and rear brake with dual-piston caliper.

Biplane

2008-04-23T11:27:00.000-07:00

Concept model announced at the 2007 Tokyo Motor Show.The Biplane was designed to convey the joy of two-wheel mobility through a design that was uniquely inspired by the feeling of flying or piloting an aeroplane, which gives motorcyclists a similarity feeling while riding bikes. Its shape with no canopy generates an exhilarating feeling of openness despite being a modern machine. It has a V4 engine for power.

Crosscage

2008-04-23T11:24:00.002-07:00

Concept model displayed at the 2007 Tokyo Motor Show. By combining a high-performance secondary battery and a simple, compact, lightweight air-cooled fuel-cell system, the Crosscage realized optimal power control. A fuel-cell unit from British specialist company Intelligent Energy enabled quick activation with low fuel consumption, and a lithium-ion battery assured safety as well as a low environmental burden. The simplicity, compactness and lightness not only made this bike environment-friendly but also contributed to realize sporty styling befitting the Suzuki name.

Gemma

2008-04-23T11:24:00.001-07:00

Gemma Concept model announced at the 2007 Tokyo Motor Show. With its distinctive "full-flat 2-seater", this 250cc 4-stroke single-cylinder scooter provides a refined low and sleek look and makes the rider and the corider feel a greater sense of intimacy. The luggage compartment in front of the rider contributes to a stylish riding experience right up to the moment the riding couples take off the helmet and dismount. The smart-looking Gemma presents a new riding pleasure that differs from cars and existing scooters

B-KING

2008-04-23T11:24:00.000-07:00

With its overwhelming visual presence, the B-KING is Suzuki's flagship big naked bike. Suzuki's latest technologies give the B-KING a top-level dynamic performance in its class. The 1340cc "Hayabusa" engine generates a top-ranked power output in the naked category. The S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from two different engine settings depending on riding conditions or rider preferences. Radial mount front brake calipers and fully adjustable front and rear suspensions provide superb braking and suspension performance.

Bandit 1200

2008-04-23T11:17:00.000-07:00

The Bandit 1200 was renowned for its dynamic performance - despite being the lightest and most compact machine in its class. Retaining all the qualities of its little brother, the Bandit 600, it was a "Naked Bike" for those who wishing to come alive in the wind and experience the full measure of Suzuki performance. The 16-valve 1156cc air/oil-cooled engine, based on the proven GSX-R1100, mounted on a double-cradle frame.

DR-BIG

2008-04-23T11:16:00.001-07:00

With its displacement of 779cc, the air-cooled with SACS (Suzuki Advanced Cooling System), 4-stroke, SOHC, 4-valve engine boasted the world largest single cylinder at that time. Based on feedback acquired from the Paris-Dakar factory racer DR-Z, its production version dubbed "DR800S BIG" had Suzuki's latest technologies such as SACS and twin-balancer shafts. One-piece design of engine shroud, big fuel tank and front fender was distinctive for this big off-roader.

KINGQUAD

2008-04-23T11:16:00.000-07:00

The KINGQUAD was based on the popular and well-engineered versatility QuadRunner 4WD. Its powerful and versatile 280cc 4-stroke engine exhibited excellent low- and mid-range torque. The proven QuadRunner 4WD engine was enlarged to yield a greater power output, facilitating load-haulage and travel over rough terrain. The combination of larger engine, fully independent suspension and the innovative front differential lock lent the KINGQUAD great versatility.

GSX-R750

2008-04-23T11:10:00.002-07:00

This is the turning-point model of the GSX-R750 with the newly equipped twin-spar frame instead of the double cradle frame. The engine was also completely redesigned employing 3-piece crankcases, chrome-plated cylinder and a side cam chain as well as Suzuki Ram Air Direct (SARD) system. Faithfully tracing the GP machine RGV-Γ, the basic dimensions with shortened wheelbase generated smooth drivability with a surprising dry weight of 179kg.

TL1000S

2008-04-23T11:10:00.001-07:00

The TL1000S was the first Suzuki sport bike with V-Twin engine. This was liquid-cooled 2-cylinder DOHC engine with 4 valves per cylinder. The integrated design was the fruit of the labors of an experienced team of engine, chassis, suspension and electronics specialists assembled by Suzuki's engineering department. Their combined efforts resulted in a rare engineering masterpiece that was functionally outstanding and emotionally appealing.

GSX-R600

2008-04-23T11:10:00.000-07:00

An integrated team of the engine and chassis worked together to make the new GSX-R the lightest, the most compact, the best handling and the hardest acceleration 600cc 4-cylinder production machine in the world. The GSX-R600 was a street-going racer replica with Grand Prix technology employed in the RG racing machines.

SKYWAVE / BURGMAN 400

2008-04-23T11:04:00.002-07:00

The SKYWAVE/BURGMAN 400 was released in October 1998, 8 months later than its 250cc brother model. Liquid-cooled 385cc SOHC, 4-valve, single-cylinder engine, the largest displacement of any scooter engine at that time, generated 32ps at 7,500rpm. Stainless steel muffler, newly designed seat, rear suspension preload adjustment dial, etc. were added to differentiate itself from its 250cc version. It featured a large storage compartment under the seat enabling to hold 2 full-face helmets.

SV650/S

2008-04-23T11:04:00.001-07:00

The SV650 and the SV650S with a functional half-fairing were introduced in 1999. They won great popularity for the exhilarating feel of its acceleration and its stylish design especially in Europe. The SV650/S featured an innovative robust aluminum-alloy truss frame and the state-of-the-art liquid-cooled 90° V-Twin 2-cylinder DOHC 4-valve engine. Due to its rigid and lightweight chassis, the SV650/S offered superb handling.

Hayabusa 1300

2008-04-23T11:04:00.000-07:00

The ultimate aerodynamic sport bike, the Hayabusa 1300 was released in 1999. The ultimate 1298cc liquid-cooled DOHC in-line 4-cylinder engine that powered the Hayabusa 1300 represented the epitome of no-compromise engineering. The Hayabusa 1300's most notable features were its aerodynamic design and its superb balance of the engine performance and handling in a wide speed range on the road.

GSX750E (Domestic spec. model)

2008-04-23T11:00:00.002-07:00

With the adoption of Twin Swirl Combustion Chamber (TSCC) structure, along with a DOHC engine upgraded to 4 valves the GSX750E's dynamic performance, 69ps at 8,500rpm, was enough to overwhelm many of its rivals. Based on feedback obtained from grand prix racing machines, a new Anti Nose Dive Fork (ANDF) system was adopted for the front forks, boosting braking stability at high speed.

GSX1100S KATANA

2008-04-23T11:00:00.001-07:00

This innovative creation by the German designer Hans A. Muth garnered worldwide attention. Drawing on the sharp and combative image of the Japanese katana, samurai sword, the GSX1100S KATANA continues to be adored by its many fans even today, as the machine typifies Suzuki. Thanks to the tuning of its engine, it boasted a power output of 111ps at 8,500rpm - 6ps more than the GSX1100E, based on its model.

XN85

2008-04-23T11:00:00.000-07:00

The engine of this machine was based on the GS650G and equipped with a turbocharger. The designation "85" denoted the power output of 85ps, and served to emphasize the fact that this was more than simply a turbo GS650. The XN85 was replete with original technology, including an electronic fuel injector, remote preload adjustment mechanism for the rear suspension and oil-jet forcible cooling system that sprayed oil on the back of the piston.

RM250

2008-04-23T10:56:00.002-07:00

The RM250 was fully redesigned in 1982 using various know-hows gained through winning the manufacturers' title in the 250cc World Motocross GP for 2 consecutive years (1980-1981). The liquid-cooled 2-stroke 246cc single-cylinder delivered 43ps which was the highest among the competitive production machines of the time. It featured Suzuki’s original full floater, link-type rear suspension.

QuadRunner 125

2008-04-23T10:56:00.001-07:00

Released in 1982 as the first production 4-wheel ATV ever, it became a top seller, due to its user-friendly design, ease of operation and outstanding cost-performance ratio. The QuadRunner 125 clearly had a huge impact on the ATV industry, ushering in the 4-wheel revolution. The success of this ATV was soon followed by the release of a wide-ranging line-up featured various 4-wheel ATV technologies.

RG250Γ

2008-04-23T10:56:00.000-07:00

RG-Γ machines dominated the WGP (World championship Grand Prix) series in the early 1980s. In keeping with that spirit, Suzuki released the RG250Γ. This machine saw the adoption of the AL-BOX, square aluminum frame, 16-inch tire and Anti Nose Dive Forks (ANDF) at the front. With an output power of 45ps at 8,500rpm, the engine made the RG250Γ the most powerful machine in its class. Lavishly equipped with technology developed for the racetrack, the RG250Γ was the first ever full-blown racer replica.

Intruder 750

2008-04-23T10:36:00.002-07:00

The unique OHC 4-valve 45° V-shape engine was mounted on a classical frame. The Intruder 750 was renowned for its lavish construction, typified by the cylinder-cooling fan, despite the fact that the engine was entirely liquid-cooled, which was expressly designed to appeal to the US consumers.

QuadRacer 250

2008-04-23T10:36:00.001-07:00

The QuadRacer 250, the world's first 2-stroke-engine-equipped 4-wheel ATV, was a cutting-edge sport machine. Powered by the engine from the Suzuki's RM250 motocrosser, producing awesome power and torque. The QuadRacer 250 won great popularity from ATV enthusiasts as a sport ATV with outstanding high performance, which was way ahead of its time.

FALCORUSTYCO

2008-04-23T10:36:00.000-07:00

Concept model announced at the Tokyo Motor Show imaging a futuristic machine appearing 10 years later. The most advanced technologies 4-cycle square 4-cylinder 500cc engine, frameless body, front-and-rear swingarm suspension, center hub hydraulic power steering, chainless hydraulic drive and pop-up screen cowling were incorporated.

RG500Γ

2008-04-23T10:28:00.001-07:00

Suzuki's true replica, the RG500Γ naturally featured the same square 4-cylinder engine and displacement as the RG racing machines, the same bore x stroke and center distance. The crankcase was also based on the RG design, and each machine was equipped with a removable cassette-type transmission.

GSX-R750

2008-04-23T10:28:00.000-07:00

The GSX-R750 weighed in at a mere 179kg. Mounted on an aluminum double-cradle frame dubbed the MR-ALBOX, the 4-cylinder DOHC engine used the Suzuki Advanced Cooling System (SACS), cooled by forcibly pumping in oil. With tuning by companies such as Yoshimura, the GSX-R750 turned in spectacular performances at both domestic and overseas circuits.

QuadRacer 500

2008-04-23T10:27:00.000-07:00

With the largest displacement of any ATV was debut in 1986, as Suzuki's flagship ATV. The QuadRacer 500, featured cutting-edge design, Suzuki's Automatic Exhaust Timing Control (AETC) system, independent front suspension and triple hydraulic disc brakes, would not seem out of place on the today's motocrosser. With its exceptional specifications, this sport ATV still retains its appeal to racing enthusiasts - even today.

GSX-R1100

2008-04-23T10:21:00.001-07:00

A monster machine that recorded a top speed of 265km/h - the highest speed of any stock motorcycle in the world at the time. Equipped with the unique oil-cooling Suzuki Advanced Cooling System (SACS), the engine generated astoundingly high power output of 130ps. The combination of the power and lightness, it was dubbed a "super lightweight", led it to be acclaimed as a racing machine that could run on the public road. With a power-to-weight ratio of 1.5kg/ps, the GSX-R1100 could cover 1/4 mile in 10.3 seconds.

NUDA

2008-04-23T10:21:00.000-07:00

Concept model with an ultra-advanced mechanism of "fulltime 2-wheel drive" developed with the accumulated ideas of Suzuki engineering staff. The technologies for creating an excellent drivability were also incorporated boldly in the power steering and swing seat. And high rigidity and weight reduction were realized by the adoption of honeycomb mono-cock body made of carbon fiber.

RGV250Γ/SP

2008-04-23T10:17:00.000-07:00

With the change from 2-cylinder in-line engine to 90° V-shaped 2-cylinder engine, the RGV250Γ acquired the "V" in its name. The RGV250Γ SP was released to commemorate Kevin Schwantz's victory in the Japanese Grand Prix. Although no changes were made to the engine specifications, in keeping with the "SP" suffix a few alterations were mad- for example, to the suspension and the single seat.

TM400

2008-04-23T10:05:00.001-07:00

The TM400 was developed as a production motocrosser to participate in 500cc class motocross races including World GP. Giving priority to the maneuverability of the machine, its engine displacement was lowered to 396cc. In the World Motocross GP series held in the same year, Roger De Coster won the championship in the 500cc class riding the RN71 (367cc) factory machine. In total he won 5 world titles of the same class adding 4 more victories in 1972, 1973, 1975 and 1976.

GT750

2008-04-23T10:05:00.000-07:00

The 2-stroke 3-cylinder engine, produced 67ps at 6,500rpm, featured liquid cooling - adopted from the cooling measures of central cylinder. The 3 cylinders fed into 4 mufflers, divide exhaust pipe at center underneath the engine. With its smooth engine characteristics and light handling and weighting in at over 200kg, the GT750 was affectionately dubbed the "Water Buffalo" in the US market.

Hustler 400

2008-04-23T10:02:00.002-07:00

The Hustler 400 was released as a street version of the TM400. Its double-cradle frame and 2-stroke single-cylinder 396cc engine generated 34ps, making it the most powerful machine in its class. With decompression system for easy engine start, PEI ignition and the design emphasized running performance and ease of use. Subsequently, tangible development occurred in the shape of succession of model changes.

RE-5

2008-04-23T10:02:00.001-07:00

RE-5 was the first Japanese motorcycle with a rotary engine in the world. It represented the culmination of the endeavors of the development engineer team. With a single rotor of 497cc, the engine generated 62ps at 6,500rpm - approaching the output 750cc engine. The cylinder meter housing and taillight were also attractive features. In charge of design was the famous Italian designer Giorgetto Giugiaro.

RM125

2008-04-23T09:59:00.002-07:00

The RM125 debuted in 1975 to replace the production motocrosser TM. It was introduced as a production version of the works machine RA75 on which Gaston Rahier won the 125cc World Motocross GP championship in the same year. From 1975 to 1984, Suzuki dominated this class 10 years in a row with Gaston Rahier, Akira Watanabe, Harry Everts, Eric Geboers and Michele Rinaldi. The RM125 was a successful forerunner of future RM series line-up extended from 50cc to 500cc. The air-cooled 2-stroke single cylinder 123cc engine produced 23ps at 10,500rpm. The exhaust pipe of the first generation RM125 was placed under the engine like TM.

GS750

2008-04-23T09:59:00.000-07:00

The GS750 was the 4-stroke machine released by Suzuki after an interval of 20 years. The newly developed DOHC 4-cylinder engine generated 68ps at 8,500rpm and exhibited smooth throttle response. The GS750 was relatively light at 223kg. Its outstanding dynamic performance made it extremely popular, and the GS series, included the GS400 released at the same time, instantly became the top-selling machines.

GS1000E

2008-04-23T09:55:00.001-07:00

The flagship model of the GS series, the GS1000E was Suzuki's first 1-liter machine. It was based on the GS750 and features 234kg of dry weight, 997cc engine generating 87ps at 8,000rpm, and demonstrated outstanding balance. The star-shaped cast wheels drew fans worldwide to remark that, in addition to its obvious performance capabilities, the GS1000E was exceptionally stylish and durable.

GS1000S

2008-04-23T09:55:00.000-07:00

The GS1000S was a replica machine of the Yoshimura-tuned GS1000 ridden by Wes Cooley, which won the 1978 AMA Superbike Championship. Although it shared the basic specifications of the GS1000E, the coloring and bikini cowl were identical to the victorious machine. The GS1000S was applauded for its comfortable riding position, and won popular acclaim as a supersport machine.

T20

2008-04-23T09:52:00.001-07:00

Developed as "the fastest 250cc motorcycle in the world", the T20 was aimed at the US market. The T20 featuring Suzuki's first ever tubular-steel double-cradle frame, the sleeved-aluminum cylinder engine that generated 25ps and complementary twin chambers. It was also the first stock bike with a 6-speed transmission. It naturally provided extremely popular in the US market and attracted attention worldwide.

T500

2008-04-23T09:52:00.000-07:00

The air-cooled parallel-twin 500cc engine, the largest displacement of any 2-cycle engine at the time, boasted an output of 47ps at 6,500rpm. Top speed was 180km/h. Problems such as engine durability, overheating and vibration were overcome by means of Suzuki's unique technological flair, resulting in outstanding performance and making this T500 the company's flagship machine.

Diamond Free

2008-04-23T09:50:00.000-07:00

Released in March 1953, the Diamond Free proved hugely popular, with its double-sprocket wheel mechanism for avoiding power loss. With 2-speed transmission and output of a mere 2ps at 4,000rpm, it had a maximum speed of 60km/h. The combined effect of victory in the Mt. Fuji hill climb race and the machine's showing in across-Japan performance testing led to an explosion in demand. The displacement was subsequently increased from 60cc to 70cc

Colleda COX

2008-04-23T09:42:00.000-07:00

With its displacement upgraded from 90cc to the standard 125cc, the Colleda COX was equipped with a state-of-the-art steel frame. Its 4-stroke OHV single-cylinder engine had a flywheel magneto ignition with automatic spark advance, generated 4ps at 5,000rpm. The standard 3-speed transmission yielded a top speed of 75km/h.

Yamaha V-Star 650

2008-04-11T18:53:00.000-07:00

SPECIFICATIONS
1998 V-Star Classic

Designation: XVS65AK
Suggested base price: $5899
Standard colors: Black, red/burgundy
Extra cost colors: NA
Standard warranty: 12 mo., unlimited miles
Recommended service interval: 4400 miles

ENGINE & DRIVETRAIN
Type: Air-cooled, 70-degree V-twin
Valve arrangement: SOHC, 1 intake, 1 exhaust valve per cylinder
Displacement, bore x stroke: 649cc, 81 x 63mm
Compression ratio: 9.0:1
Carburetion: 2, 28mm constant-velocity
Lubrication: Wet sump, paper, cartridge-type filter, 2.9 qt.
Transmission: Spring type clutch, 5 speeds
Final drive: Shaft, 5.3:1

CHASSIS
Wet weight: 540 lb, 53% rear wheel
Wheelbase: 64 in.
Overall length: 96.5 in.
Rake/trail: 35 degrees / 5.7 in.
Wheels: Wire-spoke, 16 x 3 in. front, 15 x 3.5 in. rear
Front tire: 130-90-16 Dunlop 67S, tube-type
Rear tire: 170/80-15 Dunlop 77S, tube type
Front brake: Single-action caliper, 11.7-in. disc
Rear brake: Drum, rod-operated
Front suspension: 41mm stanchions, 5.51 in. travel
Rear suspension: 1 damper, 3.86 in. travel, adjustable for preload
Fuel capacity: 4.3 gal., (0.9 gal reserve)
Handlebar width: 34.7 in.
Inseam equivalent: 31.5 in.

ELECTRICAL & INSTRUMENTATION
Charging output: 280 watts
Battery: 12v, 10 AH
Forward lighting: 55/60-watt headlight
Taillight: 1 bulb
Instruments: Speedometer, odometer, tripmeter; warning lights for high beam, turns signals, neutral, engine

PERFORMANCE
Fuel mileage: 37.2 to 45.0 mpg, 40.1 mpg average
Average range: 172 mi.
RPM at 60 mph, top gear: 4180
200 yard, top-gear-acceleration from 50 mph, terminal speed: 69.0 mph
Quarter-mile acceleration: 15.91 sec., 80.4 mph

Wolf motorcycle

2008-04-11T10:41:00.000-07:00

The Wolf is a wild child created from an unconventional union between the Ural factory and the Russian Night Wolves biker club. Use your imagination to customize the Wolf into your own personal statement. There's no limit to what you can do with a Wolf!

Wolf will be available on pre-order basis in 2007. Contact your local dealer for details.

the military past of the Ural motorcycle family

2008-04-11T10:38:00.000-07:00

Want to stand out in a crowd and be able to disappear in the woods or desert? Try the Ural Gear-Up. Just like its cousin, the Patrol, with its on-demand sidecar drive, Gear-Up’s origins trace back to the military past of the Ural motorcycle family. The Gear-Up combination is as tough as a Russian AK-47!
Despite its clearly military upbringing, the Gear-Up is equally fit for more peaceful missions, such as fishing or hunting trips. If fishing or hunting is not your forte, you can still amaze your friends with the motorcycle’s ability to blaze through mud, sand and snow... Did we mention its irresistible camo paint schemes

Patrol motorcycle

2008-04-11T10:37:00.001-07:00

Want to get dirty? Looking for a bike that can travel those snow-covered roads like no other? Look no further.
In a class by itself, the Patrol is the only motorcycle in the world manufactured with an on-demand sidecar drive. This street legal ATV gives you the ability to switch between single-wheel drive and the unbelievable traction of dual-wheel drive with the flip of a lever

Retro motorcycle

2008-04-11T10:35:00.000-07:00

Still living in the past and loving it? The Retro has the look of motorcycling days gone by, but many of the amenities afforded by modern technology. Take to those twisting, country roads with a bike that begs the question… "Where does that road go?"

Tourist motorcycle

2008-04-11T10:21:00.000-07:00

Looking for a motorcycle with a sidecar that won't break the bank? The Tourist fills the bill. Equipped with leading link forks, both electric and kick start, electronic ignition, and a roomy trunk, this rig is an affordable way to enter the world of sidecar motorcycling! From the family ride for a picnic to trips to the market, or even as Fido's chariot, you'll be amazed by the versatility of this classic-looking rig.

1997 Ural

2008-04-07T06:07:00.001-07:00

If the Russian-built 1997 Ural motorcycle looks markedly similar to an old BMW motorcycle, that's only because it is on old BMW motorcycle.

After World War II, Russia seized BMW's plant in Germany and moved the tooling and equipment back to the Soviet Union.

A short time later, what were essentially reproductions based on parts from different BMW motorcycle models hit the market carrying Ural badges.

Though the design has seen updates over the years, the latest URL motorcycles still closely resemble the originals -- and, by association, more-modern BMWs.

The 1997 Ural motorcycle's 650-cc horizontally opposed twin remained a simple overhead-valve affair, and sidecar versions retained the option of having a powered wheel that comes in handy on rough terrain.

Suspension was by traditional swingarm with coil-over shocks in back, but in front was a modified Earles fork reminiscent of those used on BMWs from the mid 1950s to the late 1960s.

Wheels on the 1997 Ural motorcycle retained drum brakes and were interchangeable; the spare could be fitted to any of the three corners.

Though it looked ungainly and crude by 1990s standards, a 1997 Ural motorcycle with sidecar could be purchased for about $6,000 -- quite a transportation bargain.

And the fact that the 60-year-old design was still in production was also a compliment to its original German maker.

Continue to the next page to see more 1997 Ural motorcycle pictures.

1970 BSA Lightning

2008-04-07T06:03:00.000-07:00

The 1970 BSA Lightning represented one of the last efforts of this proud British motorcycle maker to stave off the onslaught from Japanese-brand competitors.
BSA recorded record profits heading into the 1960s, but by the time the 1970 models hit showroom floors, the company was struggling to keep its head above water.

The reason, of course, was the cheaper, and often faster, Japanese motorcycles such as the Honda 750 Four, Yamaha 650 twin, and various Kawasaki and Suzuki large-displacement two-strokes.

Due to its proven track record, the 650-cc vertical twin used in the Lightning was also the power-plant of choice for several other BSA models. But because funds were beginning to dry up, the company made few product changes in 1970, though one model, the Royal Star, was dropped due to slow sales.

Among those few changes were better brakes for the Lightning, which now sported an eight-inch drum with twin leading shoes up front, and a seven-inch drum in back. Also, a passenger grab rail was added that surrounded the rear section of the seat.

For 1971, the oil tank beneath the seat was deleted, as the hollow tubes of the frame itself were now used to hold the oil.

BSA didn't survive long afterward, however, as the competition from Japan proved too much for the beleaguered company.

BSA was folded into Norton-Villiers in 1973, which spelled the end of the BSA nameplate, though Triumph (which BSA had acquired in the in the early 1950s) continued to scrape along for another decade or so before the whole empire collapsed.

Go to the next page to see more 1970 BSA Lightning pictures.

1971 Munch TTS

2008-04-07T05:56:00.000-07:00

The 1971 Munch TTS motorcycle -- any Munch motorcycle, in fact -- is a rare sight. Only about 250 Munch motorcycles were ever built, with fewer than 50 delivered to the United States.
Embracing the philosophy that "bigger is better," Friedl Munch of Germany introduced the bike that bears his name in 1966.

At a time when it was rare that a motorcycle was larger than 750 cc (Harley-Davidsons excluded, of course), the first Munch carried a 1000-cc four-cylinder NSU automotive powerplant -- and they would get even bigger.

By the time production wound down in the 1980s, displacement was up to 1286 cc, resulting in 104 fuel-injected horsepower.

It's rumored that no two Munch bikes were exactly alike. Styling can best be described as bulky, weight the same.

The 1971 Munch TTS motorcycle pictured with this article is powered by a 1200-cc four. Its dual headlights are a Munch trademark.

It also has a "turbine vane" cast rear wheel, spoke front wheel with huge drum brake, and a full complement of gauges, including a clock.

Go to the next page for more pictures of the 1971 Munch TTS motorcycle.

1965 DKW Hummel 155

2008-04-07T05:53:00.000-07:00

When the 1965 DKW Hummel 155 motorcycle was introduced to the public, the European motoring press dubbed it the "Tin Banana." Its appearance was indeed a radical departure from any contemporary bike's.
DKW, "Das Kleine Wunder" (the little wonder), began assembling powered cycles in 1919, and in 1932 became a partner in the Auto Union conglomerate.

Most of DKW's earlier units were built with engines of at least 98 ccs of displacement, but they were always two-stroke designs.

In addition to the swoopy, avant-garde body work of the Hummel, the motorcycle set itself apart from the competition by having a three-speed gearbox. With only a 50-cc engine producing 4.2 horsepower, the 155 was able to cruise at 45 mph.

This example is fitted with a conventional foot shifter, though a hand shifter was available as an option.

The styling might have been a big hit in the U.S., but the Hummel was never exported. Being readily available across Europe was not enough to elicit strong demand, and it never sold in great numbers.

Go to the next page for more pictures of the 1965 DKW Hummel 155 motorcycle.

1977 MV Agusta 750S America

2008-04-07T05:50:00.001-07:00

MV Agusta's glorious racing background gave rise to numerous street bikes over the years, one of the last exemplified by the 1977 MV Agusta 750S America motorcycle.
The 750S America model was introduced in 1975. It featured blockier styling and a larger engine than previous MV 750s.

The 790-cc double-overhead-cam four-cylinder engine in the 1977 MV Agusta 750S America motorcycle had its roots in a 500-cc racing powerplant.

When shipped from the factory, the stock exhaust system was an odd combination of chrome downtubes with megaphones finished in black crinkle paint.

The exhaust seen on the 1977 MV Agusta 750S America motorcycle pictured with this article is a Magni design and looks more the part. Arturo Magni was the man responsible for nearly all of MV's racing success. When his designs were put into the hands of champion riders like Mike Hailwood, the competition had little hope of winning.

The sleek half-fairing on this 1977 MV Agusta 750S America motorcycle is another popular Magni accessory and was also available in a full Gran Prix configuration.

Weighing 507 pounds without fluids, the 750S is no lightweight, but its handling at speed belies the mass. The suede-covered racing saddle does its best to keep the pilot in place during the kind of spirited cornering maneuvers the 750S is so adept at performing.

Like previous MVs, the 750S America was expensive, and the company continued to lose money. A change of ownership in 1977 did little to help matters, and production ceased during 1980.

But the revered MV Agusta name did not die. Nearly 20 years later it was revived by Cagiva, another Italian motorcycle manufacturer, to be used on an ultra-sport model called the F4.

Though an initial run of some 200 units sold out quickly at about $40,000 apiece, regular production versions, called F4S, contained fewer exotic materials and sold for about half that amount. In both performance and price, these new machines were true spiritual successors to the MVs of old.

For more pictures of the 1977 MV Agusta 750S America motorcycle, go to the next page.

1974 MV Agusta 750 GT

2008-04-07T05:45:00.001-07:00

The 1974 MV Agusta 750 GT motorcycle was designed to satisfy buyers looking for performance and luxury in the same machine. It succeeded grandly.
Having its roots in aviation is only fitting for one of Italy's most respected racing marques. During its heyday, MV Agusta claimed 37 Manufacturer's World Championships, and its fleet flyers occupied the winners circle at the end of 270 Gran Prix races.

After World War II, MV turned its attention from airplanes and helicopters to small motorbikes, which were in great demand throughout Europe.

But it was racing that most interested the company, and MV duly entered competition with a 500-cc four-cylinder machine in the early 1950s.

Success with that and smaller racers followed, though MV's street bikes of the period were smaller singles and twins. That changed in 1965m with introduction of a 600-cc four-cylinder road bike.

Fours weren't at all common at that time, but this one was nothing special in the performance department thanks to high weight, a mild state of tune, and shaft drive -- the last a bit of a detriment because it forces the power flow to take a 90-degree turn, which saps some of the energy. Nevertheless, MV fours would retain shaft drive for the next 15 years.

In the late 1960s, MV brought out the 750 Sport. As the name implied, this was a performance-oriented machine more in keeping with the company's racing heritage.

Its double-overhead-cam engine was later bumped up to 790 cc, though the bikes still wore "750" markings. The change boosted horsepower from 69 to 75.

The 1974 MV Agusta 750 GT motorcycle was aimed at both speed and comfort, being fitted with high handlebars, a large fuel tank, and diamond-quilted seat.

Like all MV Agustas, it remained extremely expensive, especially compared to the Japanese fours that were by that time dominating the market. Relatively few 1974 MV Agusta 750 GT motorcycles were sold.

See more pictures of the 11974 MV Agusta 750 GT motorcycle on the next page.

Malaguti Superquattro

2008-04-05T20:53:00.000-07:00

Malaguti has been making stylish small capacity machines since the late 50s. Although exported throughout the world since that period, the brand didn’t fully appear in the UK until 1974, with the first of a four-model range being introduced to a market place hungry for stylish and fast 50cc machines.

The Superquattro, introduced in December of that year, was the baby of the road-going range, being a similar style but a slightly lower specification than the more expensive Olympique model. There are no hard and fast sales figures on which to base any facts but the Superquattro was not as popular as the more racy looking Olympique with its twin silencer exhausts, or the trail-styled, Cavalcone models, the Cross and Super Cross. The Olympique also came in several variants, with either four- or five-speed engines, depending on what arrived from Italy, and conventional or clip-on bars according to which model you bought. The Italian market also got a five-speed Supercinque while a year or so after the initial models landed in the UK the Hombre, an enduro- styled machine, was also added to the line-up.

The amount of Malaguti machines sold into the UK would have been far outweighed by the onslaught of the Yamaha FS1E and Suzuki AP50 that appeared around the same time as the Italian range. The Superquattro is a rare machine to stumble across these days and few are seen compared to the hordes of Fizzies and gangs of Garellis witnessed at the many shows in the UK.

One of the countries leading moped protagonists, Ian Ritchie, restored this machine after acquiring it in a part exchange deal with a scruffy AP50 Suzuki. The Malaguti was in generally good order and a few weekends tidying it up saw the bike looking something like we see it today. Having seen little use the bike is still wearing the original, and hard to find these days, Ceat tyres, plus a pair of Malaguti embossed handle bar grips.

With a chassis little different to Malaguti models of the 60s, it is left to the bodywork to create a 70s image, which it does, but nothing like as effectively as the Fizzies, APs and Garellis from the period. Everywhere you look around the Superquattro there are references to the model’s 60s origins, with little in the way of electrical niceties and very basic construction techniques used throughout. No such luxuries as a battery or even autolube; nothing electrical works until the engine is spinning and oil has to be added to the petrol making long journeys an exercise in planning. You either carry a bottle of oil around or hunt for garages that sell it and take potluck.

The suspension, too, is basic; the front forks possess no damping action other than internal friction and rely totally on the weight of the rider and bike to keep the springs under control. The rear shocks do feel a little more sophisticated and offer some subtle damping but even so we are not talking advanced suspension by any stretch of the imagination. Starting the engine is carried out either by bumping it off or by kicking the pedals backwards. This action engages the starter Bendix and the motor should spin up sufficiently to start it. After this process the pedals are largely redundant and allowed to swing free, their only other task in life appearing to be bruising the odd shin or getting in the way at a crucial moment in the bike’s operation. According to the owner’s manual you can disengage one pedal so that it sits 180 degrees apart from the other and, by putting the engine into first gear, pedal the Malaguti instead of using the engine. Quite how you are supposed to do this without feet fouling the footrests, rear brake and gear change levers, is beyond me but they were required by law so are present.

Once on the move the tiny Malaguti provides a firm ride and, size apart, the red machine doesn’t feel at all like a moped. The buzzy engine is rigidly mounted in the steel frame and this makes the bike vibrate throughout the rev range, the bars and footrests are mounted solidly, too, and these vibrations find their way to the nervous system as if they are being inputted directly. The higher the engine revs the higher pitch the tingle, it’s a bit like a rev counter, without the dial read out.

KTM Motorcycles

2008-04-01T09:01:00.000-07:00

Though not produced under the KTM moniker until 1953 this line of motorcycles is known for cutting-edge engineering design innovations and has established itself as a force in both the dual-use off-road and touring markets. The trademark orange, silver and black colors of KTM can be seen on tracks and racing circuits the world over.

In 1934 Austria, Hans Trunkenpolz an engineer who died in 1989 gave birth to KTM motorcycles. Established as a metal works, the company entered the motorcycles market in 1953 with a sporty scooter, the Mirabell, and a 125 cubic centimeter motorcycle the Trophy. Since then, KTM has seen steady growth, from producing a mere 3 bikes per day to a current yearly rate of around 80,000 machines.

An emphasis on off-road and motocross racing drove KTM early design efforts which include design innovations that have become a standard among other bike manufacturers. Engineering firsts from KTM include the first hydraulic clutch actuator which results in smoother gear changes and more even wear on clutch plate components. A major design innovation was use of the first liquid-cooled 4 stroke engine configuration for off-road applications. Still another off-road first was the development of disc brakes on both the front and rear wheels. Prior to this innovation, rear brakes were almost exclusively of a drum and shoe configuration.

KTM motorcycles have become world-class competitors in the motocross, enduro and supermoto classes. In spite of some rocky periods of financial uncertainty, KTM has continued to expand its market presence which includes sales in North America. The company has seen success with its more recent entries into the superbike and adventure sport bike markets with bikes like the Super Duke, built around a newly design V-twin engine. The new RC8 models feature larger displacement engines than the Duke.

Husqvarna Motorcycles Brief History

2008-04-01T08:58:00.000-07:00

Husqvarna motorcycles have become a dominant force in the production of world-class motocross and enduro bikes. Steeped in a racing tradition Husqvarna is one the world’s oldest motorcycle brand names and began its successful rise at the turn of the 20th century Husqvarna. Like many motorcycle manufacturers, Husqvarna was producing conventional bicycles when, in 1903 the company introduced its first motorbike.

The decade of the 1920’s saw a dramatic rise in the company’s fortunes, producing a motorcycle designed around a 500 cubic centimeter engine. The powerful 4 stroke motor was conceived for street riding and track racing, but “Husky” as the company was knick named, was destined for bigger and better things. The 1950’s and 1960’s saw Husqvarna move aggressively into the production of enduro and motocross bikes with the introduction of a 175 cubic centimeter, 7 horsepower model referred to as the “Silverpil”.

Motocross and enduro racing styles have been joined by what can be described as a hybrid style of racing known as supermoto or supermotard, combining the skills of motocross and road racing. This racing style was rooted in superbike racing and offered competing factory teams a new and exciting challenge. Husqvarna has developed a full line of competition bikes that could be described as the class of the field, with engine displacements ranging from 125 to over 600 cubic centimeters.

Team Husqvarna is a perennial favorite on racing circuits worldwide, competing in the 125cc, 250cc and 500cc motocross divisions. The decade of the 90’s found Husqvarna with a virtual lock on enduro championships across every division including the 350 class. Any rider looking for the ultimate motocross or enduro experience should consider “Husky” as their first choice.

Big Dog Motorcycle Brief History

2008-04-01T08:57:00.000-07:00

From a single 175,000 square foot facility in Wichita, Kansas, Big Dog Motorcycles designs and produces an innovative line of chopper-style bikes. Focusing on 5 basic models – the K-9, Chopper, Mastiff, Bulldog and Pitbull - Big Dog gives riders a truly unique opportunity to personalize their bikes.

Founded in 1994, Big Dog Motorcycles is billed as the largest manufacturer of custom motorcycles in the world. Riders can purchase from stock models or built-from-the- ground-up designs. From paint schemes, electronic fuel injection, chroming and custom on-board electronics the customer has a wide choice of options, all built around a reliable V-twin cylinder engine configuration.

Boss Motorcycles Brief History

2008-04-01T08:56:00.000-07:00

If you’re looking for something completely different in a touring bike, a Boss Hoss motorcycle is the ride for you. Powered by Chevy 350 cubic inch V8 engine, these custom-built American bikes sport clean lines, smooth acceleration and a low center of gravity.

The Boss Hoss features a smooth, 2 speed, manually shifted automatic transmission. The unique transmission design combines power and exceptional fuel mileage. The 8.5 gallon fuel tank gives the bike a range of up 300 miles. A variety of accessories allow owners to personalize their ride. American-made and built to last, the Boss Hoss is a true classic.

BMW Motorcycle Brief History

2008-04-01T08:55:00.000-07:00

Recognized as a world-wide industry leader BMW – Bavarian Motor Works - has blazed a path of engineering innovation and customer satisfaction. Since 1919, BMW has incorporated the same design techniques reserved for aircraft to design motorcycles that are considered by many to be the gold standard for reliability, utility and handling.

Like many manufacturers of early motor-powered bicycles, and forbidden to manufacture military aircraft engines after World War I, BMW began refining designs for automobile and motorbike engines. The focus on engine design continued until 1923 when BMW launched its own motorcycle division. Racing drove many of BMW’s early design efforts and helped to spur many non-racing engineering applications.

The success of this decision can still be seen some 80 years later. From world-class racing bikes to road touring and off-road models, BMW leads the pack in style, safety and innovation. As early as 1923, BMW became on of the first manufacturers to abandon the traditional chain and sprocket drive train in favor of a drive shaft on its road bikes. Constant improvements in engine designs, frames and suspension systems keep BMW on the cutting edge of engineering, endearing owners and bike enthusiasts around the world.

Ducati Motorcycle History

2008-04-01T08:53:00.000-07:00

With its beginnings as an electronics company in 1926, Italian manufacturer Ducati has continued to reinvent itself becoming a premier producer of powerful, race-inspired motorcycles. From a bombed out factory in post-World War II Bologna, Ducati embarked on a journey of engineering innovations and racing success that has endeared owners and motorcycle enthusiasts to these unique machines.

Like many manufacturers in post-war Europe, Ducati focused on designing and producing small reliable engines that could be adapted for use with bicycles. The “little puppy” or Cucciolo, was revolutionary in that it could be adapted to most existing bicycle designs. The engine was sold as a stand-only kit application until the 1950’s when Ducati began to market a complete motor bike based on this fuel efficient, powerful little engine. Ducati moved into the production of motor scooters, based on a 4 stroke engine, the worlds first such engine design. Sales lagged and the Cruiser scooter never really took off.

Since the 1950’s, Ducati has remained focused on the production of high performance motorcycles with a host of unique engineering innovations. Today’s Ducati motorcycles feature large-displacement, L-twin engine designs based on a one-of-kind valve train system. The desmodromic valve system utilizes the combination of a valve lifter and cam which reduces valve lash meaning the valves open and close much more rapidly than systems using a traditional valve spring configuration. Ducati engines feature both air and liquid-cooled configurations, with the liquid-cooled engines producing more power their air-cooled predecessors.

A trellis-style frame design helps maintain frame rigidity for improved handling. Unlike most production motorcycles, Ducati bikes feature dry clutch system. Wet clutch system components bathed in oil while more wear-resistant, create more power loss than the multi-plate dry clutches found on the Ducati.

The Ducati Monster is by far the most popular of the company’s bikes since it was first introduced in 1992. Stripped down the bare essentials, the Monster is a pure sport motorcycle featuring a powerful 904 cubic centimeter engine with the look and feel of a real classic.

Despite going through a series of ownership changes, Ducati has maintained itself as a leader in sport bike style and racing success. Always the innovator, Ducati attained another first when, in 2000, the company introduced the MH900E, the first production motorcycle to offered for sale exclusively over the internet.

Aprilia Motorcycle Brief History

2008-04-01T08:46:00.001-07:00

Like many motorcycle manufacturers, the Aprilia Company began with producing bicycles. Founded in post-World War II Italy, Aprilia’s fortunes changed dramatically in 1968 with the introduction of the company’s first motorbikes or mopeds. Then in 1970, Aprilia added its first motocross model, the Scarabeo. In the years to come Aprilia would produce a variety of street sport and off-road, 2 wheel bikes, becoming a dominant player on the international racing scene.

The late 1990’s saw yet another series of product innovations, with the entries into the growing touring bike market. The RSV Mille models, introduced in 1999, featured 1000cc engines and allowed Aprilia to successfully compete in World Superbike Championship racing. The Rotax engine configuration features an innovative V-twin cylinder design.

Radical engine designs and other engineering advancements has kept Aprilia motorcycles competitive on the international racing on the motocross, moto grand prix and super bike circuits.

The Aprilia Company was acquired by Piaggio SPa in 2004. The combined company is now the world’s 4th largest producer of motorcycles, in the world, with distribution in over sixty countries.

Yamaha Motorcycle Brief History

2008-04-01T08:46:00.000-07:00

Since their first motorized product was built in 1955; the YA-1 Motorcycle (125cc, 2-stroke, single cylinder, street bike), Yamaha has made many changes to their bikes to improve their quality.

Though, at first only sold in Japan, Yamaha brought their commerce to the United States in 1958 to sell their bikes through an independent dealer. The models were the YD1 (250cc, 2-stroke, twin cylinder, street bike) and MF-1 (50cc, 2-stroke, single cylinder, street bike, step-through). In 1960, the Yamaha International Corporation was founded and Yamaha started selling their bikes themselves.

Yamaha then broadened their range of power-driven products; the brand already known for electronic and music products. In 1968, Yamaha introduced both the world’s first dual purpose motorcycle, the DT-1 Enduro, which had both on and off road capabilities as well as producing their first snow mobile, the SL350 (2-stroke, twin cylinder).

Over the years to come, Yamaha continued the expansion of their business. The bikes became more advance, and Yamaha also introduced the world’s first 3 wheeled ATV, the Tri-Moto (YT125) as well as personal watercrafts such as the sit down Waverunner and the stand-up WaveJammer.

With their incessant desire to constantly advance their products, Yamaha made their name one that is now known world-wide. They continue to further the quality of their products to this day.

Moto Guzzi Nevada Classic 750

2008-03-29T03:11:00.000-07:00

Moto Guzzi’s popular Nevada 750 and Breva 750 models also get new colour updates for 2006.

Both the Nevada and the Breva come in a choice of Moto Guzzi’s stunning Rosso Corsa Red and Gloss Black colour schemes. However, the Nevada is also available in a unique yellow paint scheme, while the Breva follows the Griso’s lead and its lines too are flattered by the Pearl Blue colour option.

Both the Breva 750 and the Nevada 750 are now available in Touring versions that come with comprehensive accessory packs for the more adventurous owners who love nothing more than exploring the world on their motorcycles.

The Griso is priced at £7,499, the Nevada is £5,299 and Touring version £5,499, while the Breva 750 is £5,199 and the Touring version £5,299 (all prices are on the road). All models in the Moto Guzzi range are available with one year’s 0% Finance, offer ends 30 June 2006.

Griso 1100

2008-03-29T03:05:00.000-07:00

Moto Guzzi’s latest model, the Griso 1100 is now available in Pearl Blue.
The Griso only arrived a few months ago, but has already taken the market by storm. So far available in Midnight Black and Rosso Corsa Red, the Griso’s latest colour scheme will continue to flatter its stunning Italian designer looks, and give prospective owners even greater choice when it comes to owning a modern creation from this historic Italian marque.

Moto Guzzi motorcycles have always been renowned for their bold styling and the Griso continues the tradition, with its legendary 90 degrees V-twin engine wrapped in a beautifully designed chassis.

The classic Moto Guzzi engine has been completely redesigned by the technicians at Mandello del Lario to produce a technically advanced piece of engineering.

Great attention to detail has been lavished onto the highly original chassis too: the Griso is aggressive and solid with its highly visible frame and engine, its large fuel tank, the closely packed fins on the V-twin cylinders, and its totally unique conical silencer that mimics the shape of the factory’s historic wind tunnel.

The Griso is so desirable that movie star and around the world biker, Ewan McGregor bought the first one to arrive in the UK.

The Griso will appeal to the motorcyclist who wants a unique and distinctive machine, a masterpiece of motorcycle design that is a pleasure to show off around town and a hoot to ride on the back roads.

Honda CB 350

2008-03-29T03:00:00.000-07:00

It's strange how time changes perspective. Remember how you used to hate fish for dinner? Now, cod bake is your favorite meal. How disgusting was it seeing old people, like your Mom and Dad, kiss? Today, what's better in the world than walking down the beach holding hands with the woman who has been your life-long partner?

Honda's four-cylinder 350 was a bike just like this. At the time of its launch, it missed every single target - except one which, after the years rolled by, has turned out to be its ace card.

The legend, or maybe even the truth, attached to the little Honda is this: You have to remember that in 1972 "Pops" Honda was still very much part of the Honda factory. In every way, he was "hands on" in terms of the business. He was actively involved in engineering decisions, marketing and, perhaps most important of all, was worshipped by all Honda staff. A thousand years ago, he would have been deified and would have had his own religion by now: he was that influential.

"Pop's" fondest memories were of the golden days of Honda racing. It was he, and he alone, who decided that Honda would go Grand Prix racing after he visited the Isle of Man with Mrs. Honda in 1954. And it was Mr. Honda's later decision that the factory would build not Twins or Singles but the then incredibly radical 250cc Fours which were to change the face of motorcycle racing forever.

Of these early four-cylinder machines, the bike of which he was most fond was the 350cc Four raced by such Honda icons as Jim Redman and Mike Hailwood. It is small wonder that Mr. Honda was so fond of the 350. In 1965, Redman won every Grand Prix of the season and trounced the Europeans every time he started. "Pops" reportedly thought that the 350 was the ultimate GP racing motorcycle providing an unbeatable combination of light weight, high rpm, good power and torque.

What better than to build a tribute to the Honda racers he loved so much in the form of a 350 four which would have ease of handling, high rpm, good power and torque - AND would be as a smooth as baby's bottom.

But there were problems from the start. The main one was created by Honda themselves. The 350 Four's main opposition came from Honda's own 325cc CB350 Twin. This little bike was the best-selling American bike in the company's classic period and for good reason. The bike was easy to ride, bomb-proof reliable, simple to maintain and cheap to buy. Better still, it was lighter than the "4" and produced more power. Better, better still was that the 325 Twin shared many parts with its smaller 250cc brother - in stark contrast to the 350 "4" which was almost completely unique. And finally, and even more better if that was possible, the four-cylinder engine cost much more to manufacture than the Twin - and at a whopping 136 lbs was also heavier.

If things weren't rosy on the technical or economic fronts the "4" did exceed all expectations in one respect: it was the most civilized motorcycle of its time. The engine is electric smooth all the way up to the 10,000rpm redline and the power curve is gentle and progressive. Cruising down to the golf club in your Armani sunglasses and calf skin loafers was never more elegantly achieved than on board a 350 Four.

Sophistication apart, the "4" is rather a good motorcycle too. It handled reasonably well, never tried to bite the rider and the only fault was that the disc pads of the time did not particularly like gripping the stainless steel front disc.

In terms of appearance, it was not one of the most breathtakingly beautiful motorcycles of its generation but neither was it ugly. Rather, the conservative metal flake colors added a touch of class to what, at $1100, was not a cheap motorcycle.

None of this mattered to motorcyclists. They didn't cruise down to the golf club, or the yoga class, and their sunglasses were from Oakley not Armani. What they wanted was power, performance and price. Smoothness and sophistication were by way of afterthoughts. After two years of production, the elegant 350 "4" was phased out. Despite all its virtues it was simply not man enough to find an economic number of buyers.

Thirty-five years on, things are very different. That long haired hippy who spent all his time grinding the center stand away on his bikes, surfing and chasing girls is now a Bank Manager with his first grandchild on the way. Now, what he wants is to cruise down to see his daughter on… Yes, you've guessed it: a gentle, elegant, non-threatening and so, so smooth classic motorcycle. In fact, what he wants is a Honda 350 Four.

This phenomenon explains the recent hike in the price of these sophisticated motorcycles. Five years ago, $1000 would have bought you a stunning example. Now, expect to double this - and then some - for a really nice bike and in my opinion, this still undervalues what is one of Honda's best ever motorcycles.

Kawasaki Vulcan 900 Classic

2008-03-29T02:30:00.000-07:00

It's easy to understand why Suzuki's Boulevard C50 outsold all other metric cruisers last year. The 750 to 900cc cruiser category has hit a sweet spot for many motorcycle buyers. The bikes in this displacement range are big enough to be taken seriously, even for long-distance travel. And they strike an appealing balance of size, style, comfort and price. Virtually every major motorcycle manufacturer has one (we won't step into the debate about whether the Star V-Star 650 fits in this class) and sees strong sales.

The Boulevard C50 (formerly the 800 Volusia), however, outshines the rest of this fairly large class. Although its $6799 base price puts it right in the middle of the pack, the C50 pulls to the front in comparisons of roominess, comfort, features and performance. Its fuel-injected 805cc 45-degree V-twin engine makes better power than most of the bikes in this displacement range, with its Boulevard S50 stablemate (formerly the Intruder 800) being the notable exception. Superior suspension, features like floorboards, and the general look, feel and manners of a bigger motorcycle have made the C50 the standout 800 V-twin, as evidenced by its (and the C50T's-the same bike with windshield, leather saddlebags, whitewall tires, and passenger backrest) best-seller status among metric cruisers.

Considering the sales numbers in this market, Suzuki's competitors in the 800 class weren't likely to stand by and let it simply grab all the marbles. Not surprisingly, Kawasaki, which has had as many as four 750 and 800cc V-twin cruisers in its line, rose to the challenge. Having learned from the successful Volusia/C50 formula, Kawasaki decided to up the ante. If a large, strong 800 V-twin sold well, wouldn't a 900 be even better? So this spring, it rolled out the Vulcan 900 Classic powered by an all-new 903cc 55-degree V-twin.

Like the Boulevard C50, the Vulcan 900 Classic comes in two versions, a naked cruiser and one dressed with a windshield, leather saddlebags and a passenger backrest for those who want to make the most of the bikes' traveling abilities. Riding the Vulcan 900 Classic LT (the tourer model) from Florida to the West Coast confirmed that it's long-legged enough to be a satisfying touring ride. When it came time for the Kawasaki to challenge Suzuki for the class crown, however, we thought it should be with straight-ahead cruisers, the C50 and the Vulcan 900 Classic.

In some ways, the playing field between the standard cruiser versions of the Vulcan 900 Classic and the Boulevard C50 appears to be quite even. Both favor the classic style, with sweeping curves, a fuller profile and a roomier, more comfortable layout. Both use hidden single-shock rear suspensions. Both have liquid-cooled single-overhead-camshaft V-twins with four valves per cylinder and fuel injection. Both use the traditional balancing scheme for its brand-the Vulcan has a single crankpin and uses counterbalancers and rubber engine mounts to snuff vibration; the Boulevard uses offset crankpins to prevent the shakes. And both have five speeds in the transmission, but eschew dirty, noisy chains. The Suzuki has a shaft final drive, while the Kawasaki brings a belt, which we slightly prefer.

Of course, there are quantifiable differences. The Kawasaki offers the attraction of an additional 98cc of displacement, which gives it a slight power advantage. The Vulcan also gives the impression of being bigger and is a few pounds heavier, but the Boulevard has a slightly longer wheelbase (65.2 inches versus 64.8 for the Kawasaki). The Kawasaki's saddle sits more than a half-inch lower than the Suzuki's and is also narrower, making it handier for shorter legs. With a 5.3-gallon fuel capacity, the 900 carries over a gallon more than the C50, giving it a meaningful advantage on roads where the gas stations are far and few. But the Boulevard C50 has a $500 price advantage, at $6799, compared with the Vulcan 900's $7299.

A unanimous verdict gives the Vulcan higher marks for aesthetics. Everyone we polled preferred its cleaner, more unified and better detailed appearance, which not only outshines the C50 but also other Kawasaki cruisers and certainly sets new standards in this price-conscious category. Although it's actually an inch or so shorter than the C50, the Vulcan 900 appears longer due to its lower profile. With fat tires in fashion, you get more rear rubber from the Kawasaki. Its 180mm rear tire is wider even than most Harley counterparts as well as the Suzuki's 170-section tire.

Kawasaki Vulcan 1500

2008-03-29T02:26:00.001-07:00

Kawasaki's Mean Streak and Motorcycle Cruiser have a long romance dating right back to when we first met. When Kawasaki rolled out the original Vulcan 1500 Mean Streak six years ago, it may not have been love at first sight (we weren't so knocked out by its looks), but it definitely was love at first ride.

We were already fans of the Vulcan 1500 Classic, and Kawasaki instilled the Mean Streak with most of the Classic's endearing qualities. It shared the same responsive power and uncanny smoothness of the other 1,470cc Kawasaki big twins, with the same seamless drivetrain. The briefer Mean Streak saddle, though liveable, wasn't quite as plush as the Classic's, but most of us liked the Streak's riding position even better, especially the more aggressive handlebar. We were delighted that the Mean Streak wore its instruments up where we could consult them without taking our eyes far off the road ahead.

Most of all, we were charmed by the Meanie's chassis, which rearranged steering geometry to bring both quicker and more precise response and greater stability. It backed that up with performance-oriented radial tires mounted on 17-inch wheels, an inverted fork, air-pressure and rebound-damping adjustability for the dual shocks, and dual disc brakes up front. Suddenly, Kawasaki's docile Vulcan seemed to grow an attitude. Even if the footpegs that replaced the Classic's floorboards didn't add significant cornering clearance, the rest of the chassis upgrades made it a more capable ride when the road began to meander. Kawasaki also pumped up the power a bit, though that didn't actually turn the Vulcan into the musclebike the Mean Streak aspired to be.

Nonetheless, the newest Vulcan 1500 certainly got our attention. It offered most of the attractions of the popular 1500 Classic, but with a more sophisticated chassis and a smidgen more power. Its only drawbacks were about 10 percent less fuel capacity (4.5 instead of 5.0 gallons) and passenger accommodations that made more than one potential back-seater balk. However, replacing the saddle with an aftermarket item (we recommend a Mustang) is a two-minute job.

Not surprisingly, the Mean Streak emerged atop the rankings in our 11-bike 2002 Big Twins Comparison. Even though it finished dead last in our seven-bike Musclebike Comparison (where straight-line performance was the only criteria) later that year, it continued to find a favored berth in the Motorcycle Cruiser garage.

With the accelerating trend toward ever-bigger big twins, for 2004 Kawasaki boosted the Mean Streak's displacement to 1,552cc, allowing it to nominally claim 1600 status. Fortunately, with the new engine, Kawasaki resisted any impulse to diddle with the chassis, thereby leaving well enough alone. While the rest of the Vulcan 1500s suffered ergonomic setbacks (in our view) when they were retooled as 1600s, sitting on the Mean Streak was like returning to an old friend, though one with more punch.

So, with one of our favorite chassis setups preserved and even receiving a boost in much-needed power, what happened to the Mean Streak? Sad to say, it immediately disappeared from our road-test roster. That's right: We have never printed a test of the 1600 Mean Streak. Well, not exactly.

Back in 2004, Kawasaki and Suzuki, per an agreement of a few years previous, shared a streetbike built by one company but sold under both brands. That was the Kawasaki Mean Streak, which also showed up in Suzuki dealers with cosmetic alterations as the Marauder 1600. It was built by Kawasaki.

That year, in our "Little Big Twins" comparison, which pitted against one another four twins that weren't pushing the new two-liter mark, we decided to include the Suzuki Marauder rather than the virtually identical Mean Streak. They were essentially the same bike, and the Marauder was a novelty because of its odd parentage. When the smoke had cleared, Suzuki had won its first Cruiser big-twin test, even though it had to do it with a bike built by Kawasaki.

The next year, the Marauder was gone, and no one much wanted to talk about it. The Kawasaki-Suzuki co-branding venture was over, leaving some Marauder owners feeling abandoned (although they now own what's probably going to be a collectible). Fortunately for those riders, their motorcycles weren't orphans. Kawasaki is still making them in the form of the Mean Streak, and we still rank the Meanie at the top of its class-even if we never actually said so.

Maybe we were wrong to neglect the sweet-handling Mean Streak these last few years, but frankly there wasn't much to say...until this year.

Then for 2007, Kawasaki quietly rolled out a special edition of the Mean Streak, and suddenly there is news in the form of the most head-turning graphics ever to grace a cruiser at this price point. Kawasaki painted the frame and wheels a tasty metallic red, then colored the bodywork flat black and overlaid a red, silver and black flame motif that demands attention. Most of the usual bright-metal pieces have gone dark with black chrome or black paint. Even the fork legs and exhaust system are black.

Overall, the new Special Edition is stunning and very un-Kawasaki. You don't need to take our word for it. Ease it to the curb at any urban burger emporium and hear the questions fly.

The graphics and dark look totally transform the visual character of the motorcycle, and, even parked next to a standard 2007 Vulcan 1600 Mean Streak, the Special Edition might be mistaken as a different motorcycle altogether.

Fortunately, the Special Edition treatment doesn't alter its behavior. The SE is still the smooth-riding, hard-stopping Mean Streak that seduced us in 2001. Few true cruisers are as confident on demanding roads, and none of those can match its comfort on extended rides. Light, predictable steering also makes it a breeze in busy urban traffic.

Although the menacing graphics may make the Meanie SE appear more belligerent, it's still the same mild-mannered Vulcan we've always liked. The 1,552cc engine adds a modicum of punch, but we aren't talking powerhouse here. It starts readily, and power flows evenly and predictably when you need it, but this is no hot rod, no matter what the paint tells you.

Despite bragging rights for more displacement and added propulsion, we aren't convinced that the 1600 engine was a step forward for the Vulcans. It lost that glassy smoothness of the 1500, and it's married to a clutch that we complained about the first time around. It's an average clutch with a reasonable pull when cool, but when you warm it up with two or three high-rpm starts, it gets grabby, which could be dangerous in some situations, where a sudden lurch forward during take-off could catch the rider by surprise and propel him into unanticipated danger. We hoped it would be improved for 2004, but four years after its introduction, we're still waiting. If we owned one, we'd consider aftermarket components to remedy this.

With its intense graphic element, the saddle of the Special Edition would be harder to replace with an aftermarket item, unless that piece comes up with a design that offers a real pillion as well as matching graphics. Even then, a plusher saddle would clash with the tough-guy statement of the SE. If you rarely invite a friend to ride with you, though, the sparse rider's section is actually pretty comfortable for a variety of shapes and sizes.

Though we're sometimes put off by the added cost of limited-edition versions of cruisers, in the case of the Mean Streak Special Edition, we think the additional $200 is worth every penny, whether you measure it by compliments received or from that little rush of pleasure you get every time you look at the motorcycle. While the $11,099 standard Mean Streak will fully match the high of piloting the Special Edition down a twisting road, the SE outperforms the base model spectacularly when parked. The Mean Streak could always make us smile, but now it can do it without even thumbing the starter button.

2007 Kawasaki
Vulcan 1600
Mean Streak
MSRP: $11,299 (Special Edition)
Warranty: 12 mos., unlimited miles
Standard colors: Black, metallic flat black/red frame and wheels

Engine & Drivetrain
Type: 1552cc, liquid-cooled, 50-degree tandem V-twin
Bore x stroke: 102 x 95mmValve train: SOHC, 4 valves per cylinder, hydraulic adjusters
Compression ratio: 9.0:1Fuel system: EFI, 40mm throttle bodies
Transmission/Final drive: Wet clutch, 5-speed/Shaft

Chassis
Front suspension:
43mm inverted fork, 5.9 in. travel
Rear suspension: 2 dampers, adjustable for air pressure, rebound damping, 3.4 in. travel
Front wheel/tire: Cast, 17 x 3.5 in.,130/70R-17 Dunlop Sportmax D220F tubeless radial
Rear wheel/tire: Cast, 17 x 5.9 in., 170/60R-17 Dunlop Sportmax D220ST tubeless radial
Front brake: Dual 320mm discs with 4-piston calipers
Rear brake: 300 mm disc, 2-piston caliper
Rake/trail: 32 degrees/5.7 in.
Wheelbase: 67.1 in.
GVWR: 1,104
Wet weight: 697 lbs.
Fuel capacity: 4.5 gal.
Handlebar: 30.6 in., 1.0-in.
Diameter
Seat height: 27.6 in.

Instrumentation
Speedometer, tachometer, LCD
fuel gauge, oil-pressure failure,
odometer/tripmeter/clock; warning lights for high-beam, turn signals,
neutral and oil pressure

Performance
Fuel mileage: 31-41 mpg,
36.5-mpg avg.
Average range: 164 miles
Quarter-mile acceleration: 13.580 sec. @ 98.4 mph

High Points
Hot new style
Great, confidence-inspiring handling
Strong, controllable braking

Low points
Passenger won't want to ride far
Clutch gets grabby when hot

1973 Moto Guzzi V7 Sport

2008-03-29T02:26:00.000-07:00

The 1973 Moto Guzzi V7 Sport motorcycle a fine example of the Italian motorcycle maker's long-awaited change in design philosophy.

The 1973 Moto Guzzi V7 Sport' s mechanical layout
promoted a low seat height, low handlebars,
and a low center of gravity for good handling.

Moto Guzzi began building motorcycles in 1920, and quickly became known for its horizontal single-cylinder engines with the cylinder pointing straight out toward the front wheel. Surprisingly, this design carried on for more than 45 years with only minor changes.

Most of these singles displaced about 500 cc, and though many Moto Guzzis had a sporting nature, none were really fast.

During that same time period, however, the company produced some racing machines that were very technically advanced, including supercharged triples and, in the mid-1950s, a magnificent V-8.

It wasn't until the mid-1960s that Moto Guzzi replaced the horizontal single with its now-famous V-twin. Mounted in a bike called the V7, this engine initially displaced 700 cc, but was bumped to 750 cc in 1969.

The V7 used shaft drive in place of a chain, and when fitted with the proper accessories, made for an impressive touring mount. But in an effort to reach a more sporting audience, Moto Guzzi rolled out a trimmed-down version that was called -- appropriately -- the V7 Sport.

Early models, such as the 1973 Moto Guzzi V7 Sport motorcycle example shown here, had a silver-painted chassis, though later models switched to basic black.

All Moto Guzzis got a new frame and a front-mounted alternator in 1972, which allowed for a lower seat height; in the case of the V7 Sport, it measured only 29-1/2 inches off the ground.

When combined with the Sport's relatively flat handlebars, it resulted in a low riding position and low center of gravity, which helped the 1973 Moto Guzzi V7 Sport motorcycle hold true to its name.

Check out the next page for more pictures of the 1973 Moto Guzzi V7 Sport motorcycle.

Honda CBX750

2008-03-26T11:39:00.000-07:00

The CBX750 was Honda's last air cooled in line sportsbike. Roland Brown takes a trip back in time - to Africa.

THE CBX750F was in good company on Honda's 1984-model launch in South Africa, and it provided me with the most memorable ride of the trip. Darkness falls unexpectedly suddenly on a first visit to Africa. More than 20 years later I can still vividly recall the thrill of blasting for mile after mile through the warm night air, chasing a group of VF1000F and VF1000R V4s, with my way illuminated by the brilliant twin headlights of Honda's stylish new straight four.

If that was the highlight of the launch, the CBX also provided an even more spectacular low point, though thankfully I wasn't directly involved this time. Instead, I rode past with pulse racing just after another journalist had locked his front wheel when braking at the end of the Kyalami circuit's main straight, crashing at high speed and leaving a huge diagonal mark of red paint going up the trackside concrete wall. Fortunately, he walked away from the wreckage.
So one way or another the CBX (which had nothing to do with the six-cylinder CBX1000, by the way) certainly made an impact on its introduction. The transverse four had stood out in another way, too, because it was very much a loner in Honda's line-up. That 1984 South African launch also introduced the VF500F, which joined the two new VF1000 models plus the existing VF750F in the range. Amid all those V4s, the CBX was effectively Honda's final attempt at making a cutting-edge sports bike using the aircooled, transverse four-cylinder format that dated right back to the CB750 of 1969.
Japanese engine technology had advanced a long way in the 15 years between the two fours. Honda had already adopted a dohc, 16-valve layout, to which the CBX added a new twist with its maintenance-free hydraulic tappets. Its motor had been developed from the similar unit of the US market CBX650, bored and stroked to give capacity of 747cc from dimensions of 67 x 53mm. Peak output was a claimed 92bhp at 9500rpm, slightly up on Honda's own VF750F, and also on straight-four rivals such as Kawasaki's GPz750 and Suzuki's GSX750.

The CBX stood out from the crowd, thanks largely to sharp styling that blended its half-fairing neatly into the tank, which in turn joined the seat unit. There was a matching belly-pan below the engine, which was narrow because its alternator was situated above the gearbox. But Honda's stylists lost credibility with the bike's plastic fake velocity stacks, an even more feeble attempt at deception than the silver-painted steel frame tubes that were popular in the mid-'80s.
This model did not suffer that fate, as its steel frame (which had a large-diameter spine under the tank) was black, and notable mainly for holding oil in one of its downtubes. Other chassis parts were classical mid-'80s fare: a 16-inch front wheel, air-assistance for both the front forks and Pro-Link rear monoshock, and a trio of disc brakes with twin-piston calipers up front, and Honda's TRAC anti-dive system. Other features included a large instrument panel holding a speedo, rev-counter and, in a third round dial, gauges for fuel level and volts.

Suzuki GS1000

2008-03-26T11:30:00.001-07:00

Twenty five years ago, the young Rod Ker always thought the GS750 was a better bike than its 1000cc successor. Not something editor Bob would agree with mind you - he loved his! So it's with some reluctance that we have to report that this test has done nothing to change the churlish Mr. Ker's mind. What do you think readers?

STANDING and looking at the big Suzuki on a cold December day, I suddenly had one of those flashback moments. Somewhere from the back of my mind came a vision of youthful me staring wistfully at an almost-new GS1000 with the same long black petrol tank on another cold Winter day, long ago.

An even colder one in fact, because it was dark and starting to snow. Fluffy white flakes were beginning to settle on the road and the Suzuki's gleaming paintwork. Which explained the wistful stare, because the weather was really more suited to skiing than biking.
While I certainly didn't let a bit of snow put me off in those days, the Suzuki's keeper - who just happened to be the owner of the motorcycle shop where I worked - was less keen.
Usually I could borrow something from the showroom for the 30-mile trip home, but there was no way he was letting seventeen hundred quid's worth (enough to buy a small house in those days, probably) out in that sort of weather. Spoilsport.
This obviously bitter disappointment probably happened in 1979, when the GS1000 was still relatively new and generally considered to be what discerning riders chose instead of a Honda CBX1000 or Yamaha XS1100.
Launched in 1978, the GS1000 looked as though it had been developed from the previous year's GS750, which cynics suggested had been directly developed from the Kawasaki 900. Some of this may be true.
Suzuki admitted that the legendary Z1 had been an inspiration in the creation of their first ever four strokes but it seems that prototype GS fours were closer to a litre displacement, so in a sense the 750 was actually derived from the 1000.
Possibly Suzuki decided that the world wasn't ready for the ultimate in 1977 but then had to have a rethink when Honda brought out the CBX and Yamaha the XS11.
Although the GS1000 was obviously very similar to the 750, there were plenty of important differences. It definitely wasn't possible to turn one into the other just by swapping barrels and pistons. For a start, both the bore and stroke were different: 65 x 56.4mm for 748cc, 70 x 64.8mm for 997cc. This made the bigger version slightly taller, but that was only the beginning of it.

A bright and shiny rear

LAST month I began assembling the pile of shiny bits in the workshop back into a complete bike.
There's still a lot of ground to cover before Mark has a running Z650 again, so it's time I rolled my sleeves up and got back into the workshop again.
I left the engine bolted in the frame with the rear suspension and stands fitted.
The engine was more or less complete, although I still need to find a good inlet camshaft to finish it off. That can come later, for now I want to get the bike up on its wheels.

1: The bike has a new chain fitted to replace the horrible old thing it had when Mark bought it. Usually I always fit new sprockets with a new chain but in this case there's very little wear on the old sprockets which look almost new. It seems foolish to replace them for the sake of it, so I've had the old rear sprocket zinc plated to make it look as new. In fact it now looks better than new. The original sprocket bolts and nuts have also received the attentions of the zinc platers, and I can now bolt the whole thing together with a spot of blue threadlock on each bolt.

2: The rear sprocket assembly is a push fit into the rear hub and it's important not to miss out this spacer which fits between the left hand wheel bearing and the sprocket carrier bearing. Leave it out and the wheel bearings will collapse as they will be subjected to a sideways load as the wheel spindle nut is tightened up. The cush drive rubbers are in pretty good nick on Mark's bike, so I'm re-using them. A squirt of WD40 on the rubbers helps the sprocket carrier slot home.

Honda CB750

2008-03-26T11:30:00.000-07:00

The Honda 750/4 was the world's first superbike but was soon upstaged by Kawasaki's radical Z1. Now, 30 years after the bikes first went head-to-head, Rod Gibson and Chris Pearson borrowed a couple of very early versions of these two iconic bikes.

One of the best things about working on any bike magazine is getting the opportunity to ride lots of bikes. And one of the best things about working on Mechanics is the opportunity to ride some of the finest production bikes ever seen, for the era of the 70s and 80s saw motorcycle design move away from the utilitarian, low-tech post-war singles and twins we'd known for decades, and move towards the future with the invention of the hi-tech, high performance superbike.
It's not my job, here, to wax lyrical about the merits of either the Honda CB750 or Kawasaki 900, for lots of column inches have already been dedicated to that, both here and in other publications. But it's a rare opportunity indeed to have the chance to ride examples of the very first models of either bike, and to get to ride both of them together is probably a once-in-a-lifetime event. These two bikes before you are among the earliest examples of the two models which turned motorcycle technology into the modern age.

This CB750 is an unrestored example of one of the very first 'sandcast' models, and lives in the collection of Norman Blakey in rural Lancashire. Norman wanted a CB750 in his collection and hunted high and low before tracking down this bike, which is rare enough almost to be unique. The bike shares garage space with, among others, Norman's Z1. Not a Z1A, nor a Z1B, mind, but a Z1, the original first model instantly identified by its unique paint scheme and black finished engine castings.
The bikes are separated by four model years, and for those four years the Honda was undisputed king of the superbike market. To take the crown the Kawasaki had to raise the game in every area. Having been beaten to the starting-post by Honda, who got the 750/4 into production just before Kawasaki's own first four was due to launch, the Z1 was pumped up to 903cc and grew an extra camshaft. However, where it really impacted on the market was with its styling. The swoopy lines of the tank, panels and ducktail were like nothing ever seen before, and the lines of the exhaust pipes and lower clock covers left the poor old CB750 looking positively staid alongside it in the showrooms.

Riding the CB750

Riding the CB first was without doubt the best way to approach these two machines. On first cocking a leg over and pressing the starter button the first surprise is that nothing happens one has to wait for the engine to whirr away, reaching a certain revolution before it chimes in.
The top end is not rattly but there is some noise evident from the cam cover and (when warm) the bottom end, with its chain drive between the crank and the gear train. This joins in with the percussion section, too, adding a syncopated beat to the rhythm of the rockers and cam chain.
The CB is heavy but carries the weight well, the engine is smooth and the carburation adequate. During steady cornering the big Honda tracks true and securely, but turn the wick slightly and the rear end gets a little soggy. Once on the move the rest of the chassis does tend to join in with the dance and you can easily be doing the twist mid-bend as the supple steel tubing yields to the road forces. Add a touch of throttle during this process and yet another force begins to act upon the poor old frame and it becomes difficult to hold a consistent line.
Braking produced nothing shocking and even for the period the floating caliper front brake must have been pretty poor; one can only describe the anchors as adequate. All this aside, it is a nice bike and certainly, should you have jumped on one in 1969 after a lifetime riding thumping singles and twins, it would have been a revelation. It does lack a certain technical complexity and would surely have benefited from double overhead camshafts, used by Honda much earlier in the middleweight twins. The overall feeling when riding the CB is one of safe performance and convenience.
The Honda is most certainly not a nutter's tool and, once you take away the 'world's first superbike' tag, surprisingly becomes a little bland. This is a reasonably rapid, if a little docile, large capacity machine that you could live with, trouble-free, day after day, and back in the late 60s that would have been a real first.
CP

I expected the sohc four to feel stodgy and underpowered after riding the Z, but the CB750 was sweet, lithe and nimble, with a smooth response from the engine. This is an American spec bike (as were most early 'sandcasts'), and the tall handlebars offered a relaxed, upright riding position not dissimilar to the Z1. Despite the plastics used for the clock housings there's a quality, hand-built feel to this bike which is not present in the later, mass-produced sohc Hondas. It would be interesting to ride this bike against, say, a K6 model, and I'm guessing the earlier bike would be lighter and swifter. Against the Z it acquitted itself well, and was not as outclassed by the Kawasaki's greater power as I might have expected, though the handling felt a little less secure than the big Kawasaki when pressing on.

1982 CX500 Turbo

2008-03-24T11:18:00.001-07:00

The early 1980s were an intoxicating time to be a motorcyclist—especially if you were the power-hungry sort. Turbocharging was all the rage, and in the period between late 1981 and early 1982, no fewer than three turbocharged production machines (a fourth would come a year later) were unleashed upon the masses. Leading this technological charge, in typical fashion, was Honda with the stunning CX500TC.

At the time, wringing more horsepower from one's motorcycle by way of a turbocharger usually involved fitting an aftermarket unit to the bike's exhaust system. Large-displacement, multi-cylinder models were best suited to boosting, and they tended to be the machine of choice due to their relatively small, regular power pulses.

As was (and still is) their wont, Honda's engineers ventured in the opposite direction, bucking conventional wisdom by developing a turbocharged middleweight V-twin. Specifically, the CX500, the equally groundbreaking (and extremely successful) V-twin introduced in 1978.

Huge challenges lay ahead, though, not least of which was harnessing the irregular exhaust pulses of the CX's liquid-cooled, 497cc, 80* transverse V-twin powerplant. This was accomplished by creating the world's smallest turbocharger unit, boasting a scant, 2-inch-diameter turbine capable of spinning at a stratospheric 200,000 rpm to produce maximum boost of 18.5psi and goose the normally aspirated CX's peak horsepower from 50 to 82bhp at 8,000 rpm.

Naturally, increasing CX's power threshold also demanded beefing up the engine's structural integrity. And while Honda's engineers found the stock crankcases to be sturdy enough, most everything else was significantly upgraded, including a beefier crankshaft and clutch, heftier connecting rods and production-spec forged pistons, a Honda first. Further technical innovation, and another Honda first, found fuel injection replacing the CX500's stock carburetors.

The CX chassis was also retooled to fit Honda's Pro-Link monoshock rear end, while the forks, wheels and brakes all increased in size. A large, stylish, pearl-white fairing added the final, gran turismo touch. Even with the added brawn, the 527-pound (dry) CX500TC was an able handler, with compliant suspension and confidence-inspiring stability at speed.

Heaps of adrenalin-pumping performance, especially when on boost, was also readily on tap. "We're here to tell you," lauded Cycle Guide in 1981, "that not only is the Turbo one of the most exciting-looking motorcycles in recent history, it's one of the most thrilling to ride."

Ultimately, however, despite a displacement increase and significant refinement in the form of the 1983 CX650TC, the CXs (as did all their turbocharged counterparts) quietly disappeared from the landscape as Honda readied its new lineup of liquid-cooled V-4s.

Nevertheless, this "corporate statement," as it often was billed, of innovation and daring remains adored by a loyal legion of disciples and collectors. Proof, once again, of both Honda's technical prowess and the willingness to take risks by flying in the face of conventional wisdom.

1981 CR250R

2008-03-24T11:15:00.000-07:00

Turn back the clock some 21 years, and take a look around the landscape of American motocross. With the exception of a few special factory-built racing bikes, all production 250 motocross machines are air-cooled.

That changed in 1981 when Honda introduced the CR250R, motorcycling's first production liquid-cooled 250 motocross racer. Now utterly commonplace in every facet of motorcycling, 20 years ago liquid-cooling was cutting-edge, state-of-the-art. The CR250R took advantage of liquid-cooling's inherent benefits; not only does liquid cooling allow an engine to run cooler, it also keeps it in a more consistent temperature range. That means higher and more consistent power output. Honda's own research showed that in the first 20 minutes of a race, an air-cooled engine would lose nearly 30 percent — almost one-third — of its peak horsepower. That's why Honda provided its team riders with exotic liquid-cooled 250s in 1980.

The 1981 CR250R brought that exotic technology to the production line, and the bike appeared amazingly similar to its one-off, exotic factory-built cousin. The engines shared the same bore-and-stroke dimensions (both were long-stroke designs, yielding a taller cylinder that allowed more room for optimal port shapes), center exhaust ports (a first for production 250 motocross bikes, and one which promotes more symmetrical scavenging flow in the cylinder), semi-double-cradle frame, single-shock Pro-Link suspension and much more.

Although Honda wasn't the first to put a single-shock system on a production bike, the Pro-Link setup was the most innovative. It used a pivoting lower link, allowing mechanically progressive — also known as rising rate — wheel travel, independent of the shock spring rate. That made the suspension more supple over small bumps in the initial part of its travel, and stiffer to absorb big hits toward the end of its travel.

To the enthusiast press, the 1981 CR250R was a huge hit. Cycle magazine raved, "Honda built in power everywhere. The CR develops more horsepower at its peak than any 250 motocrosser Cycle has ever dyno tested...To build the CR's chassis, the Honda engineers again turned to their factory racers for the basic designs, and imitating the real thing paid off."

And Cycle World added, "The CR's engine is strong...We even got the hole shot in a pro race with it...The CR is great in corners...[and] also handles well over jumps...Honda's first-year production 250cc waterpumper has to be rated a success."

One trait that's stayed consistent about Honda's 250 motocrossers is that they have always set new standards for performance in the class, and forced all other manufacturers to step up their game in pursuit. That was true of the original Elsinore in 1973, the new case-reed, aluminum-frame 2002 CR250R and the revolutionary liquid-cooled CR250R of 1981.

1981 CB900F

2008-03-24T11:13:00.001-07:00

The CB900F topped sport-riding wish lists all over America before it ever arrived here. Sharp eyes had seen it introduced to Europe in 1979 — a big brother to the DOHC, 16-valve CB750F. After a taste of that '79 750F, American riders knew the only thing better was more of the same. So when the 900F arrived stateside in 1981, that's exactly what they got.

Twenty years ago, Ronald Reagan had taken over as America's 40th President, Oakland beat Philadelphia 27-10 in Super Bowl XV, and the stage was set for a new Honda Superbike. Enter the CB900F: Superbike power in a sweet-handling package. That power came from a sporting adaptation of the 1980 CB900 Custom's engine, using a 530 chain instead of the C-model's shaft drive. A 32mm constant-velocity carburetor fed each 64.2 x 69mm cylinder through four valves. An oil cooler kept engine internals happy, while rubber engine mounts isolated the rider from vibration.

Adapting the successful 750F chassis to house Superbike-class horsepower, engineers added an air-assisted 39mm front fork and new remote-reservoir shocks. Honda's twin-piston brake calipers debuted in 1981 on the 900 and CB750F, applying pressure to the brake with two smaller internal pistons versus a single large one. The result, according to Motorcyclist magazine's April 1981 test, was "...the best production line brakes we've tried." Other aspects of performance earned high praise as well in one of the toughest Motorcyclist tests ever.

The magazine's CB900F had already covered the 1/4-mile in 11.84 seconds at 112.8 mph and inhaled bumpy, twisty roads more easily than its rivals. After 1,400 street miles, Motorcyclist's CB900F went to Southern California's Willow Springs International Raceway, where the fastest editors in the business ran it flat out for 24 hours. After flirting with its 9500 rpm redline for 1,690 miles and burning 77 gallons of gasoline, the verdict was remarkable, if anticlimactic. "Nothing had broken, which was a good thing, since the editor had to ride it home."

If cornering at 135 mph on the track and then riding home comfortably on the same motorcycle wasn't enough, how about doing it for $500 to $900 less than other 1981 Superbikes? The Motorcyclist guys seemed convinced. "The dream sporting riders had of the European CB900F is now here in real steel. The lines are already forming at Honda dealers, but you're going to have to wait behind some of us who have already put our orders in."

1981 ATC250R

2008-03-24T11:13:00.000-07:00

Performance First. These two words say all one ever needs to know about Honda’s relentless quest to produce the industry’s finest motorsports machinery. Perhaps less apparent, though, at least to the casual enthusiast, is how aptly this, their official powersports mantra, defines what’s arguably Honda’s greatest and most enduring role: that of market revolutionary.

For decades, Honda has been the bellwether of innovation, introducing products across all motorsports segments that forever changed the way we look at performance.

The ATC250R, introduced in 1981, was one such machine. It marked the debut of the world’s first true high-performance ATC, signaling not only that Honda was as serious about winning on three wheels as it was on two, but also paving the way for the modern ATVs of today, the Baja 1000-winning Honda FourTrax Rincon being the most recent example.

Before 1981, odds were that the only way you could get your hands on a high-performance three-wheeler was to build it yourself, usually in the form of boring and stroking an engine to the absolute limits of its original design. All that changed for good when the ATC250R took its bow, starting with a completely new frame boasting a swingarm, adjustable Showa forks and rear shock, and front disc brake (all ATC firsts).The engine, too, was something never seen before in an ATC: a slightly detuned, liquid-cooled, 248cc two-stroke single straight out of Honda’s CR250R motocrosser, refined even further with a vibration-reducing counterbalancer. Mated to a close-ratio, race-spec, five-speed manual transmission, the ATC250R was as much at home slicing nimbly through the woods as it was railing across the desert.

None other than racing legend Mickey Thompson witnessed this performance firsthand at the 1980 Baja 1000. As the story goes, a group of Honda associates, running unofficially on preproduction ATC250Rs, surprised Thompson when they caught and passed him prerunning for the race. (Honda’s first official ATC race effort would come a year later in the SCORE-sanctioned Parker 400.) It wasn’t to be Thompson’s last interaction with the ATC250R, either, as he’d go on to play a huge part in getting an official three-wheel class sanctioned in time for the 1981 Baja 1000.

The ATC250R would go on to several performance-enhancing evolutions (improved suspension in 1983; liquid-cooling, Pro-Link suspension and low-profile knobbies in 1985) until it was discontinued after 1986.

However, the ATC250R’s legacy would be forever etched in the history of high-performance ATV-ing. And while the model itself might have been discontinued, the performance standards first established by this machine can still be seen today on every Honda ATV from the SportTrax 400EX to the FourTrax Rincon.

1980 GL1100

2008-03-24T10:41:00.001-07:00

Thousands of enthusiasts enjoy touring on their motorcycles every day, and the motorcycle of choice is Honda's Gold Wing. From scenic Highway 101 along California's Pacific Coast to Colorado's Garden of the Gods, from cruising Daytona Bike Week in March to watching New England leaves turn color in October, Gold Wings open a window on practically every corner of this country.

With the introduction of the all-new Gold Wing in 2001, Honda's GL line enters into its 26th consecutive year of production. There have been many significant models over the years, and certainly one of the most significant was introduced in 1980—the GL1100 Interstate. Accompanied by a standard version that same year, the Interstate was Honda's and Japan's first turnkey touring motorcycle, and the first Gold Wing to be equipped with a full fairing, saddlebags, trunk and optional stereo—all for a suggested retail price of $4898.

The Interstate immediately won accolades from the enthusiast press, praise that translated into healthy sales figures. Cycle World magazine named the GL1100 Interstate its Best Touring Bike for 1980, an honor the motorcycle (and its subsequent variants) retained for 11 consecutive years.

The GL series, first introduced in 1975 as the GL1000 Gold Wing, already had earned a growing reputation for reliability and comfort, virtues that encouraged riders to travel long distances rarely attempted before. But Honda didn't stop there. With its full-coverage fairing and bags, the Interstate offered a whole new level of long-distance capability.

Among its many improvements, the Interstate also benefited from increased performance, thanks mainly to the engine's larger 1085cc displacement. Revised valve timing, 1mm smaller-bore carburetors (30mm) and an electronic ignition all contributed to these goals, as well as a beefed-up drivetrain to cope with the added output. The liquid-cooled opposed-four pumped out substantially more low-end torque, dramatically increasing top-gear roll-on acceleration. Cycle magazine's test of the standard GL1100 that year proved it to be the quickest of the GL family, burning through a quarter-mile dragstrip run in 12.47 seconds at 107.39 mph—just a tick off the fastest open-classers of the day.

The Interstate's chassis was all-new. A longer wheelbase—growing to 63.2 inches from 60.9 inches—gave both rider and passenger added room and comfort. Half of that increase was traceable to a longer swingarm, while the new frame accounted for the other half. In addition to the longer wheelbase, Honda gave the frame more rake and trail to impart even greater stability. Air-assisted suspension front and rear helped accommodate varying loads, and helped lower seat height 0.6 inches compared to the 1979 GL1000. In addition, the fork bushings utilized a slick material called DU to render more compliant action.

In the years that followed, Honda continued to refine the Gold Wing, and the machine would undergo several significant model changes, including the 1200 series machines, the landmark GL1500 series and now the amazing GL1800 series that offers a level of unmatched high-performance luxury. The GL1800—like all the full-dress Gold Wings that followed the 1980 model—owes a debt to the GL1100 Interstate, the motorcycle that showed the world what Honda's idea of long-distance motorcycling was all about.

1983 Aero 50

2008-03-24T10:41:00.000-07:00

Toss the word "scooter" out to the average citizen, and odds are you'll conjure up an image of, say, Gregory Peck and Audrey Hepburn tooling around the Trevi Fountain in Roman Holiday or Mods trolling through early 1960s London à la Quadrophenia.

The "classic" Italian scooter is a storied image, and it's as dominant today, thanks to an overall scooter resurgence, as it was back in post-WWII Europe. So permeated on the pop culture landscape are these Romanesque runabouts that quite often they're thought to rule the world.

Ah, but there's perception...and then there's reality. Which, for the record, falls squarely in Honda's corner, bestowing the manufacturing giant with the undisputable title of history's all-time scooter sales leader. From the Aeros, Leads and Sprees to the Elites, Metropolitans and all-new Ruckus, it's easy to see the overwhelming volume (and diversity) of scooters Honda has produced over the course of the last half century.

Such was not always the case, though, and after a brief stint manufacturing all-steel, "classic"-style scooters in the 1950s (with mixed sales results), Honda stopped altogether by the mid-1960s to focus on the less expensive Cub series. Of course, absolutely colossal success ensued with this machine, prompting Honda to eventually re-enter the scooter fray by 1980, exporting hugely to the rest of the world while setting up factories abroad — including one in Italy, smack in the main competition's backyard.

Honda's re-entry wasn't a second attempt at conquering the "classic" scooter design, however; this time around, the company came back with what's now affectionately known as the "modern scooter." The 1983 Aero 50 featured herein was one of these new machines leading the charge of Honda's scooter resurgence.

So what exactly made one scooter classic and another modern? The most obvious difference was in the construction and styling. Bodywork with contemporary, sharper-angled shaping replaced the roundish, all-steel aprons of the classic models. And fully automatic transmissions were opted for over the manually shifted gearboxes of the older design.

All in all, these new scooters were lighter weight, less expensive to produce, vastly more fuel-efficient and virtually effortless to ride — even the most novice of pilots could master the simple, twist-the-throttle-and-go operation in no time. And in the Aero 50's case (this model was known as the Lead in Europe and Asia), with its feisty 49cc, air-cooled two-stroke engine calling the shots, quick, around-town transportation became a hassle-free affair. Automatic oil injection furthered the convenience quotient by eliminating the need for two-stroke fuel/oil premixing.

Unfortunately, the two-stroke Aero ran afoul of the ever-more-stringent emissions standards of mid-1980s America, leading to its discontinuation in the U.S. market. (Ironically, the nearly identical late '80s/early '90s Elite 50, also a two-stroke, enjoyed a long, successful run here.) Nevertheless, the Aero 50 enjoyed a makeover in '85, receiving plusher leading-link front suspension in addition to wider bodywork and a bigger seat, bumping up the comfort factor significantly. Larger-displacement models, the Aero 80 and 125, also followed, enjoying brief three- and one-year runs, respectively, from 1983-85.

Today, the last vestiges — appearance-wise, at least — of Honda's inaugural batch of "modern" scooters can be found in the ozone-friendlier four-stroke Elite 80. Of course, should you fancy more of a Euro-style, classic scooter, there's always the Metropolitan. And for those seeking the ultimate minimalist form of expression, look to the all-new Ruckus.

Ariel 247cc

2008-03-24T08:00:00.000-07:00

BY a cool six mph, the Cotton "Conquest'' which Derek Minter and Peter Inchley took to a class victory in the 1965 500-mile race at Castle Combe, becomes the fastest 250 we have ever tested. It averaged 91.9 mph round the 3-mile banked circuit of MIRA'S proving ground. Previous best was the 86.0 mph of the Honda "Dream SS': However, this "Conquest'' is a road-going racer, with questionable silencing and primitive lights, just conforming to Road Traffic Act requirements and production-machine- racing regulations.

High compression
It is basically a standard "Conquest'' as turned out by the Gloucester factory, but with the compression ratio increased from 10 : 1 to 12 : 1. The test "Conquest'' had bobby-dodger items such as feeble, direct lighting in place of the standard Lucas diode lighting and a bulb horn. Shod with racing tyres, it lacked centre or prop stands. It cannot be put into the same class as the fully equipped and well silenced 250 Honda. In fact, the Minter/lnchley "Conquest'' is in a class of its own. Orders for exact replicas have already been placed a provisional price of £370 including Purchase Tax.

Torque characteristics
Tuned to give rising torque all the way, the Villiers "Starmaker'' two-stroke single always reached maximum revs on any up-gradient which it was able to climb in top gear, This gave it a shattering motorway performance, leaving behind on the hills much faster cars capable of cruising at 14% mph and more on level roads. The Cotton climbed such hills at 85 to 90mph. It was cruised at full bore by the simple expedient of putting the throttle against the stop and leaving it there from London to the Midlands and returns except past motorway roadworks, This is a race engine, designed to be run at maximum effort, and it thrives on it. On downgrades the speedometer rose to flicker around the 114 to 116 mph mark, if the rider got his head down. This, after speedometer correction, would suggest a true 105. Owing to the engine's unusual characteristic of rising torque up to peak rpm of 8000, the machine was faster on a windswept timing lap at MIRA than it was through the one-way timing traps, the first time we have ever experienced this. This feature makes the engine rush up the power band once about 5400 had been reached. The acceleration was then staggeringly good.

Megaphonitis
Below this speed, and especially under 3500 rpm when bad four-stroking set in, the rate of rev rise, even in a low gear, was poor calling for much use of the gearbox to effect a cure. Flywheel weight was negligible. This, the lack of low-down urge, the exhaust note, made traffic riding grim. The Cotton needed a softer plug in London - and changing a plug meant some five minutes fiddling under the tank. By no stretch of the imagination can the Minter/ Inchley device be regarded as daily transport. It is in its element on the open road - and only on the open road. The motor was then untirable, free from vibration, and no thirstier than about 45 mpg. The fuel tank holds five gallons which is mixed with an R oil at 16 : 1

Starting was infallible, idling was a lumpy 2200 rpm with the engine nagging to be given the gun, it is a motor that has to be let off the leash - and then it's tops. Matching the power plant in its high-speed excellence, the Villiers four-speed gearbox had an ultra-fast action. When the bike was in full flight instantaneous 2-3 and 3-4 changes could be made clutchless at 7500 rpm by simply easing the grip and lifting the reversed pedal, clutch action was reliable but heavy. Although the clutch was slip-proof for one full-bore take-off it needed time to cool before the treatment could be repeated. Precise and confidence-breeding, the navigation became its very best when the tester slid well back on the racing seat. Handling was then noticeably improved, without fear of front-end tightness or of either wheel stepping out. Cornering clearance to the left was fair, To the right, it was magnificent. On the straight, over roughish roads taken at high speeds, the bike held line but some mild twitching from the Armstrong front forks set in going over an un-level railway crossing on A5 at 80 mph.
This twitch, which always appears on racing Cottons over a certain type of bump, never worsens and is predictable as well as controllable, Suspension was firm, almost hard at town speeds. On the open road, it was splendidly damped as befits race-bred springing. Braking was progressive and powerful. The front unit was man enough to provoke loud tyre squeal at 70 or more mph. Nothing else could be expected from racing stoppers anyway, Conforming to road and race regulations, but expressly tailored for one particular event, the Minter/ lnchley Cotton conquest is a magnificent highway burner to take out into the country for the sheer zest of motorcyclist.

2007 Harley XL 1200N Nightster

2008-03-22T09:45:00.001-07:00

Who needs a tach when you have plenty of torque and a gear -- any gear...

The Nightster isn't exactly light at a claimed 545lb dry weight (claimed 565lbs ready-to-run), but the center of gravity is fairly low, and this combines with the wide bars to make aggressive riding easy, even at around-town speeds. Out of all the cruisers I've ridden, the Nightster would be high on my list if my plans involved a lot of city riding - it's almost like a (really low) standard in terms of how it attacks city traffic. Just be careful of those wide bars while splitting lanes!