Yamaha Scorpio MODIF

Yamaha Scorpio SPECS :* Tipe of the Yamaha Scorpio machine was 4 steps. * SOHC the air cooler with the diameter x the step: 70 x 58 mm. * the Volume of the Cylinder: 223 cm and the Compression Comparison: 9,5: 1 * the Cylinder Composition was Single Erect * the Kind and the System of Pengapiannya DC-CDI. * the clutch was Manual with Transmission teeth 5 speeds and the Pattern of the teeth

GAMBAR MODIFIKASI YAMAHA MIO

GAMBAR MODIFIKASI YAMAHA MIO Yamaha Mio 2008 modifies by X-Speed Shop Modified Yamaha Mio from Thailand Automatic Motorcycle, Yamaha Motorcycle YAMAHA MIO FUTURISTIC STYLE The element hi-tech and global rumours warming still was the manufacturer's automotive effective weapon of the world to jack up brand they. Proven in each automotive exhibition of the world, the war concept bike

YAMAHA R1 2009

2009 Yamaha R1 Preview While Yamaha is naturally tight-lipped about its upcoming new bikes, we're confident we'll be seeing the debut of an all-new R1 flagship this fall. Not surprisingly, Yamaha wants to keep this news confidential, so we don't yet have official pictures of such a machine, but we’ve come up with some images that

MODIFIKASI JUPITER MX

This is modification of Yamaha Spark 135 from Thailand. It could be adopted for your Yamaha MX135 Foto|Gambar Modifikasi Yamaha Jupiter MX Underbone

MODIFIKASI YAMAHA JUPITER Z

Motorcycles modification, Yamaha Jupiter Z, Yamaha MotorcycleYamaha Jupiter Z specification:The MACHINE of Type 2P2, 4 steps, SOHC, 2 valves (refrigerated air)The volume of the Cylinder 110,3ccThe Maximum power 8.8 mobile phones in the round 8,000 rpmMaximum torsion 0.92 kgf.m in the round 5,000 rpmThe MIKUNI VM carburettor 17 x, the suit of the Pilot Screw 1 - 3.8 rounds went out.The type of

YAMAHA VIXION

The Wardoyo modifier from Dave Motor Concept (DMC) was forced to think and the hard work accepted the challenge M.Safari, the owner Yamaha V-ixion. His article, that had the motor asked to be changed his motor was the big motor model, but not like Yamaha FZF R1 or R6.Yamaha V IXION SPECIFICATION :The MACHINEthe Liquid Cooled Type 4-Stroke, SOHC the Cylinder Composition of Forward – Inclined

Yamaha 135LC History

The Yamaha Y135LC debuted in 2005 for Thai and Indonesian market before brought in Malaysian market in February 2006. The Y135LC was designed by the headquarters of Yamaha Motor Company in Japan for Asean market. The model was very successful in Southeast Asia especially in Malaysia.

To promote the Y135LC, Yamaha organized an Asean road tour known as the Yamaha Pan Asean Tour, traveling 9,000 km on roads in Thailand, Malaysia, Singapore and Philippines, which ended on May 2006. For your information, it have their own named, different due to their country. The Yamaha Spark 135i, or Yamaha T135 as the experts call the motorcycle. To be honest the Yamaha Spark 135 has many names in the Philippines the Spark is known as the Yamaha Sniper and in Indonesia as the Yamaha Jupiter MX and some parts of the world the Yamaha Spark 135i is known by the simple name of just Yamaha 135LC.

Yamaha 135LC (Malaysia Version)

Yamaha 135LC Limited Edition (Malaysia Version)

References

1. ^ The 2008 Yamaha Spark 135i, with Fuel Injection - Motorcycle Thailand. Accessed on 11 May 2008.
2. ^ "Yamaha 135LC Extreme Spirit", Roda-Roda, September 2007.

See also

• YamahaT135.COM - WorldWide Forum Yamaha Spark Sniper Jupiter Mx 135LC Exciter Motorcycle
• King of Moped :: 135LC Malaysian Club
• Yamaha Motor Company
• Moped
• Motorcycle
• Underbone
• MalaysianBikers
• Malaysian 135LC Club

Yamaha 135LC Review

It was long time ago in the August 2006, when i'm on the way to Kuala Lumpur. Suddenly I heard my lecturers conversation about the new Yamaha model, which published in the newspaper on that day. The 1st impression when I see the advertisement was... WHOA!!! It really come forward with enthusiastic, sporty and elegant attribute (except it's head Yamaha 135LC, also known as Yamaha Spark 135 in Thailand, Yamaha Sniper in Philippines and Yamaha Jupiter MX in Indonesia. It is a small underbone bodied motorcycle manufactured by Yamaha Motor Company which is also a moped or underbone model with the second-largest displacement behind Suzuki Raider 150. And I began to imagine how powerful it is to conquer all over Malaysian road. By the way, in 2008, the fuel-injected version of the Yamaha Spark 135 was launched for Thai market, making it the second underbone motorcycle using the fuel injection system after the Honda Wave 125i.
This is the specification and features of the Yamaha LC that I would like to present:

Specification

• Model code: T135
• Engine: SOHC 4-valve 4-stroke 135cc water-cooled engine
• Cylinder arrangement: Forward-inclined single cylinder
• Displacement: 134.9 cc
• Max power: 8.45 kW (11.33 PS) @ 8,500 rpm
• Max torque: 11.65 Nm @ 5,500 rpm
• Max speed: 162 km/h
• Bore x stroke: 54.0 x 58.7 mm
• Compression ratio: 10.9 : 1
• Transmission: Constant mesh 4-speed
• Clutch: Wet, multiple-disk and centrifugal automatic (optional manual clutch model is also available)
• Fuel system: Fuel injection (2008 Yamaha Spark 135i in Thailand only); Mikuni VM22 carburetor with throttle position sensor (other countries)
• Frame Type: Diamond-shaped underbone steel tube
• Suspension (Front): Telescopic
• Suspension (Rear): Monoshock
• Brake (Front): Single-piston disc, Dual-piston disc - 135LC Extreme Spirit (Malaysia)
• Brake (Rear): Drum
• Dry weight: 103 kg
• Fuel tank capacity: 4.0 L

Features

• DiASil (die-cast aluminum cylinder) which has better heat conductance to dissipate excessive heat easily.
• Lighter forged piston
• Roller bearing rocker arms with less friction than typical rocker arms.
• 4-valve water-cooled engine - The 4-valve engine configuration provides better volumetric efficiency compared with other 4-stroke moped models which uses 2-valve engine design, enabling the engine to produce higher torque at high rpm. However, the engine displacement of 135cc limits the ability of air-cooling system while retaining the small kapchai design at the same time, therefore water-cooling system which has better cooling efficiency is used.
• Fuel injection (2008 Yamaha Spark 135i in Thailand only) for cleaner emission and better efficiency than the carbureted version.
• Carburetor with throttle position sensor and accelerator pump (other countries) - The Y135LC uses Mikuni VM22 carburetor equipped with throttle position sensor for more precise ignition timing, increasing the engine's efficiency, and also an accelerator pump for better acceleration and instant response during take-off.
• Catalytic converter - Even though most 4-stroke kapchai models are capable to surpass strict emission standards without even using the catalytic converters, Yamaha has taken an initiative to install a catalytic converter to the Y135LC to surpass even stricter emission standards in the future.
• Sport rims with tubeless tires (standard for Malaysian models only)

Yamaha Vino Show Off

My recent post was about Yamaha Vino, the next Yamaha scooter model. Since my focus was on Malaysia, so it is expected that the scooter will realeased in 2009. It looks really cute and more feminine. Maybe Yamaha Motor Corporation aiming to attract women to choose Yamaha Vino as their transport.
Yesterday I found Yamaha Vino at Motorcycle Thai blog. I'm a bit surprised, since I never know that Yamaha Vino already released in Thailand. Eventhough we are neighboring country, but it doesn't mean we will launch any model at the same time. Let's take a look at this adorable Vino. Hopefully, this will encourage you to produce more creative and extreme modification on Vino.

2009 Vino 125

We are nearly at the end of 2008. Goodbye 2008 and welcome 2009. And we will have another new model of Yamaha bike for the next year. But it's a scooter model. Whatever! But still Yamaha is the best and evergreen.

Motorcycle parts and a good helmet

The most important part or accessory for a motorcycle is not its tires or the engine {although they are nearly as important} but there can only be a matter of life and death if you chose the wrong helmet. Not all the helmets offered provide you with the same benefits like those of the best ones. Confused? Lets analyze a little�

Always remember the full-face helmets are the safest ones, as nobody knows in case of an accident where you are going to be hit.

You always need a helmet wherever you ride.
Make sure your helmet fits to get all the protection you are paying for.

See these statistics-- careful bike riders� crash every 4,500 miles on the average.
Is not that scary? Well we all feel we are too good a rider to wear a helmet but wear helmet not only for the laws but also for the safety of your own.

Never under-estimate the need of a helmet.

Long rides or small ones an accident you never know might be on its way. I don�t mean to be apprehensive but facts are facts.
Now-a-days driving motorcycle has changed from safe driving to defensive driving. Who knows what state the other driver is in? Drunk? Or full of fun? They are the same for me and beware they are the same for too and everybody too.

When buying a helmet remember they meet the standard criteria. Helmets made for U.S. sale after 1999 must meet the US Consumer Product Safety Commission standard, so look for a CPSC sticker. ASTM's standard is comparable.

Coolness, ventilation, fit and sweat control are the most critical comfort needs.

Make sure you use the best helmets with most of the comforts in case you are a long distance traveler.
Here are a few helmets companies we recommend.

Bell helmets-- Visit their site for our brand new helmet line.

HJC helmets�

In case you are very serious about helmets then here is a book we suggest you read�Risk by John Adams

Motorcycle helmets are available at monster market place.

Also helmet city and helmet shop provide good ones.


Now its time to enjoy your motorcycle ride.

Motorcycle Safety Tips

Among all motor vehicles, motorcycles are the most vulnerable on the road. Because motorcycles do not have seat belts, you can be thrown off your seat in a crash, which can result in serious injury or even death. However, your chance for survival will be increased if you follow the safety tips below when riding your motorcycle.

WATCH THE NO-ZONES
Never hang out in a truck's blind spot or "No-Zone." Trucks have large No-Zones on both sides, the front and behind the truck. Truck drivers cannot see you when you ride in these blind spots, which allows for a greater chance of a crash. The front blind spot is particularly dangerous if you need to stop quickly. Because of their lightweight and braking system, motorcycles can stop much faster than trucks. A truck may not be able to stop as quickly as you do, so you need to take special precautions to avoid crashes before they happen.

DRIVE TO SURVIVE
Motorcycles are the smallest vehicles on the road. Unfortunately they provide virtually no protection in a crash. Other drivers may not see you on your motorcycle, so you must be aware of everything on the road. Be extra cautious, paying attention to the signals and brake lights of other vehicles, especially trucks. However, you still need to be prepared in the event their signals or lights don't work. Ride with caution and drive defensively. Even though your motorcycle may be small, you must adhere to the laws of the road. Never ride in between lanes in traffic or share a lane with another vehicle. Driving defensively will protect you!

CHECK YOURSELF AND YOUR BIKE
Conduct a safety inspection of your motorcycle before each ride, and wear protective clothing including gloves, boots and a jacket. Proper maintenance and protective clothing will help reduce your chance of an crash or the severity of injury if you are involved in a crash, especially with a large truck or bus. Check your bikes tires both pressure and wear to make sure that your bike is fit to be out on the road. Wearing bright clothing might not be a bad idea especially for longer trips to help assure that other drivers will be able to see you.

Remember the motorcycle is a vehicle with all of the rights and privileges of any other motor vehicles on the roadway. Always allow a motorcyclist the full lane width--never try to share a lane.

Motorcyclists should never ride between lanes of slow moving or stopped traffic.

Always make a visual check for motorcycles by checking mirrors and blind spots before entering or leaving a lane of traffic and at intersections.

Motorcyclists should assume that they are invisible to other motorists and operate their motorcycle accordingly. Position yourself to be seen.

Remember that some road conditions which may be minor annoyances to passenger vehicles can pose major hazards to motorcyclists.

Allow for sufficient following distances. When following a motorcycle, make certain the motorcyclist has enough time to maneuver or stop in an emergency. Never tailgate.

BMW SUPERBIKE BREAKS COVER

BMW will be unveiling their 2009 World Superbike debut entrant to massive expectation at The Carole Nash International Motorcycle and Scooter Show. The BMW S 1000 RR signifies the German marque's desire to take on the Japanese and Italian factories in this white hot racing arena.

World Superbike stars Troy Corser and Ruben Xaus will head up this exciting new project and development is expected to influence future machines, including a road going version of the S 1000 RR, planned to go on sale in early 2010.

Heavily updated BMW bikes for the Show include a range of more powerful, bigger engined, K series machines which now feature a capacity of 1,293 cc. The BMW K 1300 S, K 1300 R and K 1300 GT have all received these significant changes with the 2009 K 1300 S, the most powerful street legal BMW, now offering 175 hp and an impressive torque figure of 103 ft-lb at 8250 rpm.

The all-new F 800 R naked roadster, launched this week at EICMA Milan Show, will also star in Birmingham. Offering styling similar to Chris Pfeiffer's famous stunt bike and 87 hp from its vertical twin engine, this is an exciting newcomer to BMW's mid range bikes with a price expected to be sub £6000.

BMW has also developed an exciting new initiative for the activity packed Show. The Show, held from 28th November to 7th December at the Birmingham NEC, will now include a special BMW Low Seat Demo Zone - offering bikes for the shorter or novice rider to try.

BMW will bring a fleet of six Low Seat bikes to the Show to allow visitors to ride them and get an experience of their low speed manoeuvrability. BMW is the first motorcycle manufacturer to launch a range of models that can be ordered from the factory with lowered suspension, to provide customers with low seat height options. Visitors will be given riding tuition by experienced instructors from BMW Rider Training.

Feedback from female, novice and shorter riders confirmed that controlling a machine can be difficult at slow speeds, especially when riding motorcycles with a higher seat height. These riders feel more secure when they are able to place their feet firmly on the ground, especially under stop-start conditions.

Anyone wishing to take part will need to have a full motorcycle licence (restricted to under 25Kw acceptable) and be wearing a suitable protective helmet, jacket and gloves (a small selection will also be made available on loan) Models available include F800 S Sports and ST Sports Tourer, F650 GS Enduro and R1200 R Roadster/GS Enduro/R1200 RT Tourer.

Tony Jakeman, Marketing Manager BMW Motorrad said, "The Superbike project really shows that BMW is ready for the most difficult sector of all and we're all really excited to hear customer feedback at the show. With regard to our low seat bikes, we know that there are plenty of riders who love bigger bike styling and this should make biking more accessible to all."

Finlay McAllan, Managing Director of MCI Exhibitions added, "The BMW Superbike has to be one of the most talked about machines of the year so we're really excited to have it unveiled at The Show. To have a brand new, manufacturer supported feature gives visitors yet another reason to visit!"

2009 Harley-Davidson FLHR Road King

Harley-Davidson styling heritage meets long-range riding comfort in the Road King. The large, detachable windshield and hard-shell saddlebags make this a versatile motorcycle suitable for touring or commuting. Classic styling touches include the chrome Hiawatha headlamp and clear-lens auxiliary passing lights, chrome engine covers, a deep-skirted FL front fender and white-stripe tires. The seat has been restyled for 2009 with chrome accents and a new low-mount license bracket locates the plate below the tail lamp, with new LED license plate illumination.

A new chassis designed to deliver precise responsive maneuverability, increased capacity and greater comfort for rider and passenger underpins the seven-model Harley-Davidson Touring family for 2009.

Incorporating an all-new frame, swingarm, engine mounting system, wheels and tires, the new chassis forms the foundation for what are truly all-new motorcycles. The key styling elements of these motorcycles, however, are essentially unchanged so that the distinctive character and mechanical beauty of each Touring model is preserved.

“In 2009, Harley-Davidson will mark its 15th consecutive year of leading the touring segment in market share,” said Bill Davidson, Harley-Davidson Vice President, Core Customer Marketing. “Harley-Davidson takes pride in this leadership of an entire touring experience that includes great motorcycles, along with the activities of the Harley Owner’s Group, the philosophy of riding with customers while attracting new ones, and producing high quality items like Genuine Motor Accessories and MotorClothes Merchandise. Our dedication to constant improvement of Harley-Davidson motorcycles brings the new chassis and other upgrades for 2009 to deliver a new level of agility and responsiveness, rider and passenger comfort, and cargo capacity.”

The 2009 Touring models continue a series of product innovations that can be traced back to a research study conducted by the company in 2002, and to face-to-face interaction with customers who rode an estimate 50 million miles during the Harley-Davidson 100th Anniversary event in 2003. Armed with this feedback, Harley-Davidson launched a program to maintain its touring leadership through the introduction of the Twin Cam 96 engine and 6-speed Cruise Drive transmission, 103ci and 110ci Big Bore kits through Genuine Motor Accessories, the Isolated Drive System, electronic throttle control, Brembo brakes with optional ABS, a six-gallon fuel tank, reduced clutch lever effort, the Advanced Audio System by Harman-Kardon, GPS navigation with Ride Planner downloads, a high-output charging system to better enable new accessory heated seats and grips, and a two-year warranty with extended service intervals.

Harley-Davidson Touring motorcycles, the Kings of the American road, have been tested by time and millions of highway miles in the hands the most demanding long-distance riders in the world. All 2009 Touring models are powered by the rubber-mounted 1584cc Twin Cam 96 V-Twin engine with Electronic Sequential Port Fuel Injection (ESPFI), mated to the 6-speed Cruise Drive transmission for outstanding performance and economy. All models also feature air-adjustable rear shocks to accommodate variable passenger and luggage loads.

The All-New Touring Chassis
New from the tires up, the Touring chassis is based on a single-spar, rigid backbone frame that supports an increase in load capacity of 70 pounds. This allows for a five pound increase in each saddlebag and the Tour-Pak. A new swingarm contributes significantly to the overall system. The engine-isolation system has been revised to reduce engine and vehicle vibrations at idle speed.

The wheel-and-tire package is updated, with front wheel diameter increased to 17 inches from 16 inches (except for the Road King Classic) while the width of the 16-inch rear wheel is increased to five inches from three inches. All Touring models will be equipped with new Dunlop D407 Multi-Tread rear tires that offer up to 25 percent more rear-tire tread life. The wider rear wheel accommodates a new 180/65-16 rear tire. The new front tire is a 130/80-17. Front and rear suspension has been recalibrated to match the dynamics of the new chassis, wheels and tires.

Powertrain revisions include a new 2-1-2 exhaust system that reduces heat exposure to the rider and passenger, and a lower final drive ratio for improved acceleration performance. Rear styling is cleaner, with a wider fender and the elimination of the rear “hoop” over the fender on models not equipped with a Tour-Pak. (Please see the separate Touring Chassis Tech release for more detailed information.)

Key Touring Family Features

Anti-Lock Braking System (ABS): Offered as a factory-installed option on all 2009 Touring models, ABS is designed to help the rider maintain control during braking events, especially those that happen in less-than-optimal conditions. The components of the Harley-Davidson ABS have been designed and packaged to be virtually invisible, preserving the uncluttered styling of the area around the wheels. Unlike many motorcycle ABS, Harley-Davidson ABS is not a linked system, meaning the rider maintains full, independent control of both front and rear brakes.

Electronic Throttle Control: Electronic Throttle Control (ETC) replaces mechanical cables on all Touring models. All wiring from the throttle-grip sensor is routed through the handlebars. The ETC enables an easy upgrade to a cruise control system, and unclutters the handlebar area for cleaner styling.

Factory-Option Cruise Control: Available for all models that do not come equipped with cruise control as standard equipment.

Isolated Drive System: The Isolated Drive System compensator is now integrated into the rear wheel hub, eliminating the bolt-on bowl for a cleaner look. The Isolated Drive System reduces noise and vibration to the rider for improved ride quality under acceleration, shifting and cruising.





New Features:

The new chassis that underpins the 2009 Touring motorcycles from Harley-Davidson improves comfort and functionality of these legendary machines, while preserving the timeless character that makes a Harley-Davidson Touring bike the King of the American road.

The Touring frame, triple clamps, swingarm, engine mounts, exhaust system, rear fender, wheels and tires have been redesigned, and together provide the foundation for what are truly all-new motorcycles. Key styling elements – including the front end, fuel tank, saddlebags and Tour-Pak – are essentially unchanged, so that these Touring models are visually similar to those distinctive motorcycles that precede them. Ride quality remains smooth, while maneuverability is precise and responsive.

The Frame
Forming the core of the 2009 Touring chassis is a new frame with a single-spar, rigid backbone designed to sustain the demands of long-haul touring riders and today’s powerful engines. The new frame provides a strong foundation that supports a 70 pound increase in carrying capacity. The storage compartments have a 15-pound increase in rated cargo capacity (five pounds per saddlebag, and five pounds in the Tour-Pak).

The frame is engineered to be manufactured with the latest coordinated motion robotic welding process, which offers outstanding dimensional accuracy and weld quality. The frame design results in a 50 percent reduction in parts, and a 50 percent reduction in the total length of welds. T-studs have been eliminated, and the components of the new frame are joined with cast and forged node-tube joints.

A separate bolt-on tail section isolates the main frame from the tail frame, providing better quality-control during manufacturing and more product-design flexibility. The new tail section improves the fit-and-finish of the rear area of the motorcycle through more-precise alignment of the rear fender over the rear wheel.

A new swingarm is formed with a two-piece, deep-drawn shell with a forged pivot section. The new swingarm contributes significantly to the overall system.

The engine-isolation system has also been revised, resulting in reduced engine and vehicle vibration at idle speed. The new system replaces a single front isolator with twin front isolators with a single tie link. The front and rear mounts are designed to provide optimal balance between stiffness and isolation, and are intended to be very durable. Finally, new asymmetric snubbers provide improved control of the clearance between the engine and frame during extreme bump events.

Wheels, Tires and Suspension
A new wheel-and-tire combination plays a key role in the responsive performance of the 2009 Touring chassis. Front wheel diameter is increased to 17 inches from 16 inches (except for the Road King Classic, which has 16-inch Laced chrome steel wheels front and rear), while the width of the 16-inch rear wheel is increased to five inches from three inches. New 28-spoke cast aluminum wheels were designed using finite element analysis for maximal stiffness with minimal weight. The Street Glide has restyled Slotted Disc cast aluminum wheels that have also been engineered for maximum stiffness with minimal weight.

All 2009 Touring models will be equipped with new Dunlop D407 Multi-Tread rear tires designed specifically for the new Harley-Davidson Touring chassis. The construction of the tires and the distribution of a longer life center tread compound and more aggressive shoulder compound enhance straight line performance and will deliver up to 25 percent more rear-tire tread life than the previous tire. The wider rear wheel accommodates a new 180/65-16 rear tire that is wider and has a lower aspect ratio than the MU85B16 tire it replaces. The new rear tire size contributes to the increase in cargo capacity. The new front tire, a 130/80-17, also has a lower aspect ratio for a more modern look and responsive handling. Front and rear suspension has been recalibrated to match the dynamics of the new chassis, wheels and tires. Steering head rake and fork angle are unchanged at 26 degrees and 29.25 degrees respectively, but trail has been increased by 0.5 inch to 6.9 inches. Wheelbase is increased by .556 inches, to 63.54 inches.

Powertrain
All 2009 Touring models are powered by the Twin Cam 96 V-Twin engine with Electronic Throttle Control (ETC) mated to the 6-speed Cruise Drive transmission. A new one-piece welded exhaust header features a 2-into-1-into-2 design and features new routing to enhance rider and passenger comfort. On models so equipped, the exhaust catalyst is located in the collector. The rear pipe is restyled and now curves forward of the transmission. A new single-piece front exhaust shield replaces the previous two-piece shield and eliminates a gap that exposed the exhaust pipe on the previous exhaust system.

Acceleration performance is improved on all 2009 Touring models due to a lower final drive ratio, as a 68-tooth rear sprocket replaces the previous 66-tooth sprocket. The Isolated Drive System has been redesigned, and the compensator is now integrated into the rear wheel hub, eliminating the bolt-on bowl for more integrated design.

Styling, Comfort and Convenience
The increase in wheelbase allowed the saddlebags to be moved rearward a corresponding distance (.556 inches) to increase passenger legroom in front of the saddlebags. The elimination of the left-rear exhaust pipe, and the new routing of the right-rear exhaust pipe, reduces the heat exposure to the rider’s thighs and the passenger’s calves.

The rear fender has been re-shaped to accommodate the new 180 mm rear tire, and is also designed to work with 18-inch custom rear wheels from Harley-Davidson Genuine Motor Accessories. On models not equipped with a Tour-Pak, the license plate has been relocated below the tail light and is illuminated by an LED located in an eyebrow on the turn signal lightbar, except on the Road King Classic. Finally, the rear “hoop” over the fender has been eliminated from models not equipped with a Tour-Pak. The combination of these elements results in a striking new look to the rear end, with perfect proportions that are especially evident on Touring models that are not equipped with the Tour-Pak.

The new Tour-Pak support rack has no holes in the tubes for Tour-Pak attachment. The new design uses fewer fasteners and hardware, and makes it easier to adjust the Tour-Pak fore and aft for passenger comfort. Tour-Pak capacity is increased by five pounds. Saddlebag capacity is increased by five pounds per side.

Shorty dual antennas replace the previous whip antennas. With no loss of performance, both the radio and CB antennas now clear a seven-foot garage door.

A new LED rear-fender tip light on the Electra Glide Classic and Ultra Classic Electra Glide is brighter and more attractive than the incandescent bulb it replaces.

The revised exhaust routing and other new features combine to deliver comfort for the long haul in a variety of environments.

Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and a complete line of motorcycle parts, accessories and general merchandise. For more information, visit Harley-Davidson's Web site at www.harley-davidson.com.



FLHR Road King features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire/white stripe
NEW Dunlop D407 130/80-17 front tire/white stripe
NEW license plate location with LED illumination
Large Hiawatha headlight and chrome nacelle
Auxiliary passing lights
Detachable windshield
Large tank-mounted speedometer
Two-piece Touring seat
Weather resistant and lockable GTX hard saddlebags
Optional ABS
Optional Electronic Cruise Control
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System






2009 Harley-Davidson FLHR Road King - USA Specifications

Dimensions
Length 95.02 in. (2413.51 mm)
Overall Width 37.40 in. (949.96 mm)
Overall Height 55.10 in. (1399.54 mm)

Seat Height:
• Laden2: 27.30 in. (693.42 mm)
• Unladen: 29.90 in. (759.46 mm)

Ground Clearance 5.10 in. (129.54 mm)
Rake (steering head) 26°
Fork Angle 29.3°
Trail 6.69 in. (169.93 mm)
Wheelbase 63.54 in. (1613.92 mm)

Tires (Dunlop® Harley-Davidson Series, bias narrow whitewall):
• Front – D407F NW 130/80B17 81H
• Rear – D407 NW 180/65B16 65H
Fuel Capacity 6 gal. (22.71 L) (warning light at approximately 1 gal.)
Oil Capacity (w/filter) 4 qts. (3.79 L)
Transmission Capacity 1 qts. (0.95 L)
Primary Chain
Case Capacity11 1.40 qts. (1.32 L)

Weight:
• As Shipped 775 lbs. (351.53 kg)
• In Running Order 812 lbs. (368.32 kg)
• Gross Vehicle Weight Rating 1360 lbs. (616.89 kg)
• Gross Axle Weight Rating
• Front 500 lbs. (226.80 kg)
• Rear 927 lbs. (420.48 kg)

Engine
Engine3 Air-cooled, Twin Cam 96™
Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two valves per cylinder
Bore x Stroke 3.75 in. x 4.38 in. (95.25 mm x 111.25 mm)
Displacement3 96 cu. in. (1584 cc)
Compression Ratio 9.2:1
Fuel System9 Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Fiberglass, washable
Lubrication System Pressurized, dry-sump

Drivetrain
Primary Drive Chain, 34/46 ratio
Final Drive Belt, 32/68 ratio
Clutch 9-plate, wet
Transmission 6-Speed Cruise Drive®
Gear Ratios (overall): U.S. HDI JPN
• 1st 9.593 9.593 9.593
• 2nd 6.650 6.650 6.650
• 3rd 4.938 4.938 4.938
• 4th 4.000 4.000 4.000
• 5th 3.407 3.407 3.407
• 6th 2.875 2.875 2.875

Chassis
Frame Mild steel; tubular frame; two-piece stamped and welded backbone; cast and forged junctions; twin downtubes; bolt-on rear frame with forged fender supports; MIG welded
Swingarm Mild steel; two-piece drawn and welded section; forged junctions; MIG welded
Front Forks 41.30 mm telescopic
Rear Shocks Air-adjustable

Wheels4 (Chrome, Profile Laced Aluminum option): Black, 28-spoke Cast Aluminum
• Front 17 in. x 3 in. (431.80 mm x 76.20 mm)
• Rear 16 in. x 5 in. (406.40 mm x 127 mm)

Brakes:
• Caliper Type 32 mm, 4-piston fixed front and rear
• Rotor Type Patented, fixed rotors
(diameter x width):
• Front (dual) 11.81 in. x .20 in. (299.97 mm x 5.08 mm)
• Rear 11.81 in. x .28 in. (299.97 mm x 7.11 mm)
• Anti-Lock Braking System (option) Available

Suspension Travel:
• Front Wheel 4.60 in. (116.84 mm)
• Rear Wheel 3 in. (76.20 mm)
Engineered for Sidecar Use Available

performance
Engine Torque5 (per SAE J1349):
• North America 92.60 ft. lbs. @ 3500 rpm (125.57 NM @ 3500 rpm)
• World 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)
• France opt. Germany 90.20 ft. lbs. @ 3400 rpm (122.31 NM @ 3400 rpm)
• Japan 86.90 ft. lbs. @ 2500 rpm (117.84 NM @ 2500 rpm)

Lean Angle (per SAE J1168):
• Right 33°
• Left 31°

Fuel Economy7
(EPA urban/highway test) 35/54 mpg (6.72/4.36 L/100 km)

Electric
Battery (per Battery Council International Rating)
Sealed, maintenance-free, 12V, 28-amp/hour, 270 cca
Charging Three-phase, 50-amp system (585W @ 13V, 2000 rpm, 650W max power @ 13V)
Starting 1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation):
• Headlamp (quartz halogen) 55-watt low beam, 60-watt high beam
• Auxiliary Lamps Two @ 35W each (except where prohibited by law)
• Tail/Stop Lights 8W/28W (5W/21W)
• Turn Signal Lights 28W (21W) self-canceling
• Indicator Lamps: High beam, running lights, front fender running lights, directional light bar, neutral, low oil pressure, engine diagnostics, turn signals, security system6 (optional), 6-speed, low fuel warning, cruise control (optional), ABS (optional)

Warranty
Warranty8 24 months (unlimited mileage)
Service Interval First 1,000 miles (1,600 km), every 5,000 miles (8,000 km) thereafter
1 Vehicles depicted may differ from vehicles manufactured and delivered.
Specifications and prices listed may differ from specifications and prices
of vehicles manufactured and delivered. All product descriptions (including
depictions, specifications, dimensions, measurements, ratings and competitive
comparisons) are based on available information at the time of publication.
Although such descriptions are believed correct, errors and changes can
occur and complete accuracy cannot be guaranteed. Harley-Davidson may
make changes at any time to prices and specifications, and may change or
discontinue models, without notice and without incurring any obligation. Vehicles
in the configurations shown and many of the accessories described in this
catalog may not be available for sale or use in some locations. Please check
with your dealer for complete product details and the latest information. All
models feature 6-speed transmission (VRSC™ models and Sportster® models
are 5-speed) and carbon fiber belt final drive; multi-plate clutch with diaphragm
spring in oil bath; and 2-year unlimited mileage warranty.
2 Measurement reflects 180 lb. (81.7 kg) operator weight.
3 Recommended 91 octane or higher fuel (R+M)/2.
4 Standard and optional wheels may vary by country and region.
5 Values shown are nominal. Performance may vary by country and region.
6 North America security system includes immobilizer; outside North America the
security system includes immobilizer and siren.
7 Estimated from fuel economy tests on a sample motorcycle from the
corresponding family conducted by Harley-Davidson under ideal laboratory
conditions. Not all motorcycle models undergo fuel economy testing. Fuel
economy and mileage may vary among motorcycle models within a family. Your
mileage may vary depending on your personal riding habits, weather conditions,
trip length, vehicle condition and vehicle configuration and other conditions.
Break-in mileage may vary.
8 See motorcycle owner’s manual for complete details.
9 Standard and optional fuel systems may vary by country and region.
10 U.S. and HDI markets, except Japan: Belt, 32/64 ratio.
11 Primary case oil fill is 45 oz. or as needed to fill to bottom of diaphragm spring.







2009 Harley-Davidson FLHR Road King - Canada Specifications
TBD





Media/Press Releases (2)

A SOLID FOUNDATION: THE NEW HARLEY-DAVIDSON TOURING CHASSIS
Enhanced Comfort, Increased Capacity and Refined Maneuverability for the Road

MILWAUKEE (July 22, 2008) – The new chassis that underpins the 2009 Touring motorcycles from Harley-Davidson improves comfort and functionality of these legendary machines, while preserving the timeless character that makes a Harley-Davidson Touring bike the King of the American road.

The Touring frame, triple clamps, swingarm, engine mounts, exhaust system, rear fender, wheels and tires have been redesigned, and together provide the foundation for what are truly all-new motorcycles. Key styling elements – including the front end, fuel tank, saddlebags and Tour-Pak – are essentially unchanged, so that these Touring models are visually similar to those distinctive motorcycles that precede them. Ride quality remains smooth, while maneuverability is precise and responsive.

The Frame
Forming the core of the 2009 Touring chassis is a new frame with a single-spar, rigid backbone designed to sustain the demands of long-haul touring riders and today’s powerful engines. The new frame provides a strong foundation that supports a 70 pound increase in carrying capacity. The storage compartments have a 15-pound increase in rated cargo capacity (five pounds per saddlebag, and five pounds in the Tour-Pak).

The frame is engineered to be manufactured with the latest coordinated motion robotic welding process, which offers outstanding dimensional accuracy and weld quality. The frame design results in a 50 percent reduction in parts, and a 50 percent reduction in the total length of welds. T-studs have been eliminated, and the components of the new frame are joined with cast and forged node-tube joints.

A separate bolt-on tail section isolates the main frame from the tail frame, providing better quality-control during manufacturing and more product-design flexibility. The new tail section improves the fit-and-finish of the rear area of the motorcycle through more-precise alignment of the rear fender over the rear wheel.

A new swingarm is formed with a two-piece, deep-drawn shell with a forged pivot section. The new swingarm contributes significantly to the overall system.

The engine-isolation system has also been revised, resulting in reduced engine and vehicle vibration at idle speed. The new system replaces a single front isolator with twin front isolators with a single tie link. The front and rear mounts are designed to provide optimal balance between stiffness and isolation, and are intended to be very durable. Finally, new asymmetric snubbers provide improved control of the clearance between the engine and frame during extreme bump events.

Wheels, Tires and Suspension
A new wheel-and-tire combination plays a key role in the responsive performance of the 2009 Touring chassis. Front wheel diameter is increased to 17 inches from 16 inches (except for the Road King Classic, which has 16-inch Laced chrome steel wheels front and rear), while the width of the 16-inch rear wheel is increased to five inches from three inches. New 28-spoke cast aluminum wheels were designed using finite element analysis for maximal stiffness with minimal weight. The Street Glide has restyled Slotted Disc cast aluminum wheels that have also been engineered for maximum stiffness with minimal weight.

All 2009 Touring models will be equipped with new Dunlop D407 Multi-Tread rear tires designed specifically for the new Harley-Davidson Touring chassis. The construction of the tires and the distribution of a longer life center tread compound and more aggressive shoulder compound enhance straight line performance and will deliver up to 25 percent more rear-tire tread life than the previous tire. The wider rear wheel accommodates a new 180/65-16 rear tire that is wider and has a lower aspect ratio than the MU85B16 tire it replaces. The new rear tire size contributes to the increase in cargo capacity. The new front tire, a 130/80-17, also has a lower aspect ratio for a more modern look and responsive handling. Front and rear suspension has been recalibrated to match the dynamics of the new chassis, wheels and tires. Steering head rake and fork angle are unchanged at 26 degrees and 29.25 degrees respectively, but trail has been increased by 0.5 inch to 6.9 inches. Wheelbase is increased by .556 inches, to 63.54 inches.

Powertrain
All 2009 Touring models are powered by the Twin Cam 96 V-Twin engine with Electronic Throttle Control (ETC) mated to the 6-speed Cruise Drive transmission. A new one-piece welded exhaust header features a 2-into-1-into-2 design and features new routing to enhance rider and passenger comfort. On models so equipped, the exhaust catalyst is located in the collector. The rear pipe is restyled and now curves forward of the transmission. A new single-piece front exhaust shield replaces the previous two-piece shield and eliminates a gap that exposed the exhaust pipe on the previous exhaust system.

Acceleration performance is improved on all 2009 Touring models due to a lower final drive ratio, as a 68-tooth rear sprocket replaces the previous 66-tooth sprocket. The Isolated Drive System has been redesigned, and the compensator is now integrated into the rear wheel hub, eliminating the bolt-on bowl for more integrated design.

Styling, Comfort and Convenience
The increase in wheelbase allowed the saddlebags to be moved rearward a corresponding distance (.556 inches) to increase passenger legroom in front of the saddlebags. The elimination of the left-rear exhaust pipe, and the new routing of the right-rear exhaust pipe, reduces the heat exposure to the rider’s thighs and the passenger’s calves.

The rear fender has been re-shaped to accommodate the new 180 mm rear tire, and is also designed to work with 18-inch custom rear wheels from Harley-Davidson Genuine Motor Accessories. On models not equipped with a Tour-Pak, the license plate has been relocated below the tail light and is illuminated by an LED located in an eyebrow on the turn signal lightbar, except on the Road King Classic. Finally, the rear “hoop” over the fender has been eliminated from models not equipped with a Tour-Pak. The combination of these elements results in a striking new look to the rear end, with perfect proportions that are especially evident on Touring models that are not equipped with the Tour-Pak.

The new Tour-Pak support rack has no holes in the tubes for Tour-Pak attachment. The new design uses fewer fasteners and hardware, and makes it easier to adjust the Tour-Pak fore and aft for passenger comfort. Tour-Pak capacity is increased by five pounds. Saddlebag capacity is increased by five pounds per side.

Shorty dual antennas replace the previous whip antennas. With no loss of performance, both the radio and CB antennas now clear a seven-foot garage door.

A new LED rear-fender tip light on the Electra Glide Classic and Ultra Classic Electra Glide is brighter and more attractive than the incandescent bulb it replaces.

The revised exhaust routing and other new features combine to deliver comfort for the long haul in a variety of environments.

Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and a complete line of motorcycle parts, accessories and general merchandise. For more information, visit Harley-Davidson's Web site at www.harley-davidson.com.



Media/Press Release

HARLEY-DAVIDSON TOURING CHASSIS IS NEW FROM THE TIRES UP
Responsive Maneuverability, More Comfort and Greater Capacity on Seven Models

MILWAUKEE (July 22, 2008) – A new chassis designed to deliver precise responsive maneuverability, increased capacity and greater comfort for rider and passenger underpins the seven-model Harley-Davidson Touring family for 2009.

Incorporating an all-new frame, swingarm, engine mounting system, wheels and tires, the new chassis forms the foundation for what are truly all-new motorcycles. The key styling elements of these motorcycles, however, are essentially unchanged so that the distinctive character and mechanical beauty of each Touring model is preserved.

“In 2009, Harley-Davidson will mark its 15th consecutive year of leading the touring segment in market share,” said Bill Davidson, Harley-Davidson Vice President, Core Customer Marketing. “Harley-Davidson takes pride in this leadership of an entire touring experience that includes great motorcycles, along with the activities of the Harley Owner’s Group, the philosophy of riding with customers while attracting new ones, and producing high quality items like Genuine Motor Accessories and MotorClothes Merchandise. Our dedication to constant improvement of Harley-Davidson motorcycles brings the new chassis and other upgrades for 2009 to deliver a new level of agility and responsiveness, rider and passenger comfort, and cargo capacity.”

The 2009 Touring models continue a series of product innovations that can be traced back to a research study conducted by the company in 2002, and to face-to-face interaction with customers who rode an estimate 50 million miles during the Harley-Davidson 100th Anniversary event in 2003. Armed with this feedback, Harley-Davidson launched a program to maintain its touring leadership through the introduction of the Twin Cam 96 engine and 6-speed Cruise Drive transmission, 103ci and 110ci Big Bore kits through Genuine Motor Accessories, the Isolated Drive System, electronic throttle control, Brembo brakes with optional ABS, a six-gallon fuel tank, reduced clutch lever effort, the Advanced Audio System by Harman-Kardon, GPS navigation with Ride Planner downloads, a high-output charging system to better enable new accessory heated seats and grips, and a two-year warranty with extended service intervals.

Harley-Davidson Touring motorcycles, the Kings of the American road, have been tested by time and millions of highway miles in the hands the most demanding long-distance riders in the world. All 2009 Touring models are powered by the rubber-mounted 1584cc Twin Cam 96 V-Twin engine with Electronic Sequential Port Fuel Injection (ESPFI), mated to the 6-speed Cruise Drive transmission for outstanding performance and economy. All models also feature air-adjustable rear shocks to accommodate variable passenger and luggage loads.

The All-New Touring Chassis
New from the tires up, the Touring chassis is based on a single-spar, rigid backbone frame that supports an increase in load capacity of 70 pounds. This allows for a five pound increase in each saddlebag and the Tour-Pak. A new swingarm contributes significantly to the overall system. The engine-isolation system has been revised to reduce engine and vehicle vibrations at idle speed.

The wheel-and-tire package is updated, with front wheel diameter increased to 17 inches from 16 inches (except for the Road King Classic) while the width of the 16-inch rear wheel is increased to five inches from three inches. All Touring models will be equipped with new Dunlop D407 Multi-Tread rear tires that offer up to 25 percent more rear-tire tread life. The wider rear wheel accommodates a new 180/65-16 rear tire. The new front tire is a 130/80-17. Front and rear suspension has been recalibrated to match the dynamics of the new chassis, wheels and tires.

Powertrain revisions include a new 2-1-2 exhaust system that reduces heat exposure to the rider and passenger, and a lower final drive ratio for improved acceleration performance. Rear styling is cleaner, with a wider fender and the elimination of the rear “hoop” over the fender on models not equipped with a Tour-Pak. (Please see the separate Touring Chassis Tech release for more detailed information.)

Key Touring Family Features

Anti-Lock Braking System (ABS): Offered as a factory-installed option on all 2009 Touring models, ABS is designed to help the rider maintain control during braking events, especially those that happen in less-than-optimal conditions. The components of the Harley-Davidson ABS have been designed and packaged to be virtually invisible, preserving the uncluttered styling of the area around the wheels. Unlike many motorcycle ABS, Harley-Davidson ABS is not a linked system, meaning the rider maintains full, independent control of both front and rear brakes.

Electronic Throttle Control: Electronic Throttle Control (ETC) replaces mechanical cables on all Touring models. All wiring from the throttle-grip sensor is routed through the handlebars. The ETC enables an easy upgrade to a cruise control system, and unclutters the handlebar area for cleaner styling.

Factory-Option Cruise Control: Available for all models that do not come equipped with cruise control as standard equipment.

Isolated Drive System: The Isolated Drive System compensator is now integrated into the rear wheel hub, eliminating the bolt-on bowl for a cleaner look. The Isolated Drive System reduces noise and vibration to the rider for improved ride quality under acceleration, shifting and cruising.

FLHR Road King
Harley-Davidson styling heritage meets long-range riding comfort in the Road King. The large, detachable windshield and hard-shell saddlebags make this a versatile motorcycle suitable for touring or commuting. Classic styling touches include the chrome Hiawatha headlamp and clear-lens auxiliary passing lights, chrome engine covers, a deep-skirted FL front fender and white-stripe tires. The seat has been restyled for 2009 with chrome accents and a new low-mount license bracket locates the plate below the tail lamp, with new LED license plate illumination.

FLHR Road King features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire/white stripe
NEW Dunlop D407 130/80-17 front tire/white stripe
NEW license plate location with LED illumination
Large Hiawatha headlight and chrome nacelle
Auxiliary passing lights
Detachable windshield
Large tank-mounted speedometer
Two-piece Touring seat
Weather resistant and lockable GTX hard saddlebags
Optional ABS
Optional Electronic Cruise Control
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System


FLHRC Road King Classic
Rolling nostalgia you can ride over the horizon, the Road King Classic incorporates styling elements from the past in a touring motorcycle with modern technology. The 2009 Road King Classic retains its 16-inch front and rear laced steel wheels and wide-whitewall tires. Tooled leather covers the seat trim and the leather-covered saddlebags. Touring features include a large detachable windshield, auxiliary passing lights, and standard cruise control. Two-tone fender graphics are new for 2009, and a new license bracket locates the plate above the tail lamp.

FLHRC Road King Classic features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire/wide white stripe
NEW Dunlop D407 130/80-16 front tire/wide white stripe
Chrome Laced Steel wheels
Large Hiawatha headlight and chrome nacelle
Auxiliary passing lights
Detachable windshield
Large tank-mounted speedometer
Leather-wrapped, hard saddlebags
Tooled leather seat trim with chrome accents
Chrome tank and fender emblems
Slash-cut mufflers
Electronic cruise control
Optional ABS
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System


FLHX Street Glide
A stylishly stripped-down dresser, the Street Glide features lowered rear suspension, a smoked mini-wind deflector, and Tri-line LED lighting at the bottom of the rear fender for a low, lean profile. A traditional “bat wing” fairing holds a 40-watt Advanced Audio System by Harman/Kardon. A stretched, chrome fuel tank console and Streamliner footboards, brake pedal and passenger pegs finish the custom treatment. Newly restyled Black Slotted Disc cast aluminum wheels are exclusive to the Street Glide. A new low-mount license bracket locates the plate below the tail lamp, with new LED illumination.

FLHX Street Glide features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW Black Slotted Disc Cast Aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire
NEW Dunlop D407 130/80-17 front tire
Low-mount license plate bracket with LED illumination
Batwing fork-mounted fairing
Smoked mini wind deflector
Fairing-mounted rear view mirrors
Custom bucket seat with perforated insert
Silver face gauges
40-watt CD/AM/FM/WB/MP3 Advanced Audio System by Harman/Kardon
GTX hard saddlebags with color matched latches
Clean front fender
Smoked chrome 3-D tank emblem
Streamliner footboards, brake pedal and passenger pegs
Low Profile rear suspension
Rear fender ground effects
Optional ABS
Optional Electronic Cruise Control
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System


FLTR Road Glide
Identified by its “shark nose” frame-mounted fairing, the Road Glide gobbles up the highway with rakish style. Hard-shell saddlebags, electronic cruise control, and the 40-watt Advanced Audio System by Harman/Kardon are standard equipment. Dual covered headlamps and back-slash muffler tips are back for 2009, while the graphics on the fairing, fuel tank and saddlebags are new. A new low-mount license bracket locates the plate below the tail lamp, with new LED illumination.

FLTR Road Glide features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire
NEW Dunlop D407 130/80-17 front tire
NEW license plate location with LED illumination
NEW fairing, tank and saddlebag graphics
Frame-mounted, aerodynamic fairing
Dual clear-lens, reflector-optics headlights
Cockpit-style instrumentation with silver face gauges
40-watt CD/AM/FM/WB/MP3 Advanced Audio System by Harman/Kardon
GTX hard saddlebags with chrome latches
Clean front fender
One-piece, two-up Road Glide Classic seat
Electronic cruise control
Optional ABS
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System


FLHT Electra Glide Standard
Equipped with key touring features, the Electra Glide Standard is a long-haul motorcycle you can grow with or build on. Standard equipment includes locking hard saddlebags, a fork-mounted touring fairing with instrumentation, auxiliary lamps, plus all the benefits of the new Touring chassis, wheels and tires. A new low-mount license bracket locates the plate below the tail lamp, with new LED illumination. The passenger pillion has been reshaped for additional passenger comfort.

FLHT Electra Glide Standard features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Silver powder-coated engine with polished covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire
NEW Dunlop D407 130/80-17 front tire
NEW license plate location with LED illumination
Bat-wing, fork-mounted fairing
Fairing-mounted speedometer and tachometer
Clear-lens reflector-optics auxiliary lamps
Locking GTX saddlebags
One-piece, two-up Electra Glide comfort-stitch touring saddle
Optional ABS
Optional Electronic Cruise Control
Optional Smart Security System


FLHTC Electra Glide Classic
Go beyond the touring basics aboard the Electra Glide Classic, which comes equipped with an adjustable Tour-Pak, 40-watt Advanced Audio System by Harman/Kardon, and full instrumentation, plus additional fender and saddlebag trim, for beyond-the-basics touring comfort and versatility. New for 2009 is a brighter, long-lasting LED rear fender tip light and a shorty radio antenna that will clear a seven-foot garage door. The Tour-Pak rack has been redesigned with no pierced holes in the tubes for Tour-Pak attachment. The Tour-Pak capacity and saddlebags are increased by five pounds each, and it is easier to adjust the Tour-Pak fore and aft for passenger comfort.

FLHTC Electra Glide Classic features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW Tour-Pak rack
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire/white strip
NEW Dunlop D407 130/80-17 front tire/white stripe
Bat-wing, fork-mounted fairing
Full instrumentation
40-watt Advanced Audio System by Harman/Kardon
NEW shorty antenna
NEW LED rear fender tip light
Clear-lens reflector-optics auxiliary lamps
Locking GTX saddlebags
Adjustable King Tour-Pak with passenger backrest
One-piece, two-up Electra Glide comfort-stitch touring saddle
Optional ABS
Optional Electronic Cruise Control
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System


FLHTCU Ultra Classic Electra Glide
The ultimate Touring model from Harley-Davidson, the Ultra Classic Electra Glide is fully equipped for a life on the road. Electronic cruise control, 80-watt Advanced Audio System by Harman/Kardon with passenger sound system, vented fairing lowers and adjustable fairing wind deflectors, luggage liners, and CB radio/intercom are all standard equipment. The Tour-Pak rack has been redesigned with no pierced holes in the tubes for Tour-Pak attachment. The Tour-Pak and saddlebag capacities are increased by five pounds, and it is easier to adjust the Tour-Pak fore and aft for passenger comfort. New features for 2009 include shorty dual antennas that will clear a seven-foot garage door, mid-frame air deflectors that project radiant engine heat away from the rider, and a brighter, long-lasting LED rear fender tip light.

FLHTCU Ultra Classic Electra Glide features:

Rubber mounted 1584cc Twin Cam 96 engine with ESPFI
6-speed Cruise Drive transmission
Black powder-coated engine with chrome covers
Brembo triple-disc brake system with ABS
Six-gallon fuel tank
Electronic Throttle Control
NEW 2-1-2 exhaust system
NEW engine isolation system
NEW Isolated Drive System
NEW frame and swingarm
NEW Tour-Pak rack
NEW 28-spoke cast aluminum wheels, 17-inch front/16-inch rear
NEW Dunlop D407 Multi-Tread 180/65-16 rear tire/white strip
NEW Dunlop D407 130/80-17 front tire/white stripe
NEW shorty antennas
NEW LED rear fender tip light
Bat-wing, fork-mounted fairing
Full instrumentation
80-watt Advanced Audio System by Harman/Kardon
CB radio and intercom system
Clear-lens reflector-optics auxiliary lamps
Locking GTX saddlebags
Adjustable King Tour-Pak with passenger backrest
Custom-fit soft luggage liners
Tour-Pak mounted tail/stop light
One-piece, two-up Electra Glide comfort-stitch touring saddle
Vented lower fairings with integrated storage compartments
Adjustable fairing wind deflectors
NEW mid-frame air deflectors
Cruise control
Optional Chrome Aluminum Profile Laced wheels
Optional Smart Security System

Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and a complete line of motorcycle parts, accessories and general merchandise. For more information, visit Harley-Davidson's Web site at www.harley-davidson.com.

2009 Ducati Streetfighter First Look

Ducati unveiled its all-new Streetfighter November 3rd at the EICMA 2008 Milan Bike Show. The Italian firm debuted the new model, essentially a naked version of its popular 1098 Superbike, alongside its other big ’09 design – the 1198 Superbike.

Set to hit dealers in the Spring of 2009, the Ducati Streetfighter blends 1098 performance with a stripped-down Monster/Hypermotard look. Sourcing the Desmo Testastretta Evoluzione powerplant, the Streetfighter commands a claimed 87.5 lb-ft of torque and 155 horsepower from the L-Twin.

The 1099cc engine (104mm bore x 64.7mm stroke) features Marelli fuel injection. The air pumped through the 4-valve cylinder heads will exit out undertail twin stainless steel pipes which Ducati promises “sound as mean as they look.” Remember, this is a streetfighter, so it’s okay to be mean. The distinctive Ducati sound will also include the rattle of a dry multi-plate clutch.Set to hits dealers in the Spring of 2009 the Ducati Streetfighter blends 1098 performance with a stripped down Monster Hypermotard look.
One lovely Italian evening the 1098 Superbike shared a bottle of vino with the Hypermotard, nine months later the Ducati Streetfighter was left on the Bologna firm's doorstep.
Ducati unveiled its all-new Streetfighter November 3rd at the EICMA 2008 Milan Bike Show. The Italian firm debuted the new model, essentially a naked version of its popular 1098 Superbike, alongside its other big ’09 design – the 1198 Superbike.

Set to hit dealers in the Spring of 2009, the Ducati Streetfighter blends 1098 performance with a stripped-down Monster/Hypermotard look. Sourcing the Desmo Testastretta Evoluzione powerplant, the Streetfighter commands a claimed 87.5 lb-ft of torque and 155 horsepower from the L-Twin.

The 1099cc engine (104mm bore x 64.7mm stroke) features Marelli fuel injection. The air pumped through the 4-valve cylinder heads will exit out undertail twin stainless steel pipes which Ducati promises “sound as mean as they look.” Remember, this is a streetfighter, so it’s okay to be mean. The distinctive Ducati sound will also include the rattle of a dry multi-plate clutch.

Housing the liquid-cooled mill is a purpose-built trellis frame. Ducati claims the frame, large fork clamps and a longer swingarm deliver “a chassis geometry special to the Streetfighter.” Hard numbers from the spec sheet indicate a 58.1-inch wheelbase with 25.6-degree rake.Set to hits dealers in the Spring of 2009 the Ducati Streetfighter blends 1098 performance with a stripped down Monster Hypermotard look.
One lovely Italian evening the 1098 Superbike shared a bottle of vino with the Hypermotard, nine months later the Ducati Streetfighter was left on the Bologna firm's doorstep.
Ducati unveiled its all-new Streetfighter November 3rd at the EICMA 2008 Milan Bike Show. The Italian firm debuted the new model, essentially a naked version of its popular 1098 Superbike, alongside its other big ’09 design – the 1198 Superbike.

Set to hit dealers in the Spring of 2009, the Ducati Streetfighter blends 1098 performance with a stripped-down Monster/Hypermotard look. Sourcing the Desmo Testastretta Evoluzione powerplant, the Streetfighter commands a claimed 87.5 lb-ft of torque and 155 horsepower from the L-Twin.

The 1099cc engine (104mm bore x 64.7mm stroke) features Marelli fuel injection. The air pumped through the 4-valve cylinder heads will exit out undertail twin stainless steel pipes which Ducati promises “sound as mean as they look.” Remember, this is a streetfighter, so it’s okay to be mean. The distinctive Ducati sound will also include the rattle of a dry multi-plate clutch.

Housing the liquid-cooled mill is a purpose-built trellis frame. Ducati claims the frame, large fork clamps and a longer swingarm deliver “a chassis geometry special to the Streetfighter.” Hard numbers from the spec sheet indicate a 58.1-inch wheelbase with 25.6-degree rake.
The Ducati Streetfighter sources a 1099cc 104mm bore x 64.7mm stroke L-Twin featuring Marelli fuel injection.
The 2009 Ducati Streetfighter will hit showrooms this Spring.


Suspension comes via 43mm fork and monoshock, both from Showa and fully adjustable. Like many other Ducati models an “S” version is available, featuring Ohlins components. Differences between the standard and “S” include 10-spoke light alloy wheels on the regular, while the “S” model utilizes 5-spoke forged Y-shape Marchesini hoops.

The Streetfigher S also features the high-tech Ducati Traction Control and Ducati Data Analysis systems right off the showroom floor.

No word yet on US pricetags for either version of the Streetfighter but both will benefit from top-line braking components - with a pair of 330mm rotors squeezed by 4-piston, radial-mount Brembo monobloc calipers. A single 245mm disc with 2-piston caliper takes care of things out back.

Ducati chose Milan to reveal the new Ducati Streetfighter, alongside its 1198 Superbike (featured in another article). And while the Streetfighter is the headliner, Ducati also announced some minor changes to the 2009 street bike lineup – like the Hypermotard and Multistrada now being available in pearl white. The GT1000 is now also available in a special touring version.

Ducati didn’t limit its Milan news to new motorcycle designs either, as the Bologna firm also revealed a new logo. The old ‘D’ logo is replaced by a red shield with new graphics.


Source :www.motorcycle-usa.com

2008 KTM RC8 1190 Review

KTM firmly places itself into the history books with its first ever superbike! It's orange, its fast and its right straight out of the crate. KTM really managed to impress both Jeremy McWilliams and myself. The 1148cc V-twin from Mattighofen takes on the world.

KTM showed us the very first concept version of the RC8 at the Tokyo Motor Show in 2003. The Austrians are aggressive in their marketing strategy and choosing Tokyo was a nice little intimidating stunt aimed at the Japanese big four. KTM wants to make a big statement with the RC8. It says in big orange letters that if we can beat you at offroad we can beat you on the road too.

The RC8 started out as a 999cc V-Twin, and then it became a 990cc V4. KTM then scrapped everything done before and developed a brand new V75 1148cc twin from scratch in 30 months. In the last two years KTM lobbied with Ducati to get the current World Superbike regulation changes through to allow the 1200cc super twins to compete.

The real competition right now is first and foremost the Ducati 1098. The RC8 1190 is aimed directly at the 1098S at a lower price than the standard 1098. As a matter of fact, Mattighofen engineers have aimed very precisely and the RC8 1190 makes exactly the same rear wheel horsepower as the 1098S. A source also told me exclusively that KTM has purchased not one, but two brand new Ducati 1098R's for study (this is not unusual as every manufacturer studies its competition). But in the corridors lurk both a BMW and an Aprilia 4-cylinder superbike too. World Superbike racing will be extremely interesting in 2009.

Arriving at Ascari I can see around 50 spanking new RC8's lined up waiting for the world press. Half of the bikes have got number plates and mirrors, the other half are primed for the track test.

Following Jeremy McWilliams advice I opt to do the road ride first thing in the morning to allow the sun to warm up the very long Ascari race circuit. It's February and the weather conditions are not always very warm or dry in this part of Spain. Ronda is high up in the mountains and it was cold this morning.


Twisting the ignition key for the first time the orange instrument panel fires up very fast. I push the starter button and cherish the moment which will go into motorcycle history. The RC8 with its extremely distinct styling is already iconic. The 1148cc V-Twin fires up straight away despite the cold air. It sounds great!

My first impression of the seat and riding position is that of a sportbike, but slightly less extreme. It feels like I am sitting more in the middle of the bike rather than on top of the front wheel. I adjust the mirrors that also house the front blinkers. The mirrors are easily adjusted and fairly big for a sportsbike too.

I do my first few miles up into the mountains where the roads are fast at first before more and more corners keep me entertained. The power delivery feels completely civilised and the RC8 is easy to ride on the roads. The Pirelli Diablo Super Corsa's provide plenty of grip and feedback through WP top notch suspension. WP has just been outsourced from KTM to allow the firm to develop further and also to offer Ohlins, Marzocchi and Showa some more competition in the wider market. Our onsite WP technician recommended three different settings on the fully adjustable suspension ñ standard, medium and sport. All the road bikes were set up as standard.

This worked great for me on the road as even the standard setting allowed me to extract all the feedback I needed on the day. I can imagine that the bike will feel quite firm on the road for a lighter rider than me, though. For a 6 foot something weighing around 200 pounds the RC8 is an absolutely lovely superbike on the roads. Not only is the WP rear mono shock very good, the layout and look from behind is as tidy as I have ever seen on any bike.

Snaking around the engine is a beefy looking but light ChroMo tubular frame. The V75 heart is shorter than a V90 and this also allows for a shorter chassis and more space for efficient cooling up front. The trellis frame also feels a lot livelier than on a lazier steering Ducati without compromising stability. Mass centralisation is key here and a Buell style under engine stainless steel exhaust is in place. This contributes to a low centre of gravity and a very flickable motorcycle. The RC8 steers so well and even with a standard WP steering damper I can turn around at slow speed using a very low radius for a superbike. The steering angle is so good that my gloves kept touching the mirrors when turning around for the photographers on the road. The RC8 steers in a positive and accurate manner. A double sided aluminium swingarm takes care of the power put down by the cast aluminium rear wheel.

So functional is the chassis that wheelies require clutch ups in second gear. The RC8 have more than enough power to wheelie from here to the moon, but inexperienced riders don't have to worry about involuntary monos. Doing some wheelies I also found out that the speed sensor sits at the front wheel.

The radial Brembo monoblocks are pure overkill on the road and fantastic on Ascari. Brushing off 125mph + speeds into vicious hair bend corners is child's play and only the 43mm USD WP fork puts limits to modulation and feel.

Someone might want to murder me for saying this, but one of my thoughts was that the RC8 is the perfect merger of a Triumph Sprint ST and Ducati 1098. It's much more 1098 than ST, of course, but it illustrates the point that the new 1190 is, ergonomically, pretty much the perfect road racer. The distance from the foot pegs to my knees hugging that orange matte fuel tank to the roomy seat and not so extreme handlebar position suited me perfect.

All motorcycles are different and they all vibrate a little or more depending on engine characteristics and chassis. Sometimes I ride a new bike and hardly notice any vibrations at all. Then I stop for the first time and my hands can shake like a liquid mixer in a lab from exposure to high frequency vibrations.

The RC8 1190 hardly had any vibrations at all to the handlebar, but to the foot pegs some fairly noticeable vibrations reached my boots. Later in the afternoon I rode the RC8 on Ascari without noticing any vibrations to mention at all. The likely cause to this is that KTM had a different set up on the track bike. The adjustable foot pegs were mounted higher and on a race track a motorcycle generally moves around a lot more than on the road. There's a thousand things happening at the same time and even if there had been some vibrations I wouldn't have been bothered or more likely not noticed them at all.

That brings me over to the cause of those vibrations, the mighty 1148cc V75. If there was one thing about the RC8 1190 project where I had my doubts it would be the engine. I expected a rather raw and metallic engine feel and sound. Nothing like the smooth running hearty rumble I was greeted with. I bow my head in the dust for this engine. It's no secret that V-Twin engines are closer to my heart than any other configuration, but I had expected less from KTM's first ever high performance superbike. The engine is a stonker and so fabulously useable with generous reserves. The engine produces more than a claimed 160 horsepower at the crank and what I believe to be an honest 155 rear wheel horses. KTM engineers told me that the RC8 1190 produces the same amount of rear wheel horsepower as the benchmark Ducati 1098S. Peak power is reached at 10,000 rpm and a healthy 120Nm of torque is swirling through the machine at exactly 8,000 prm. The fuel injection obeys the throttle as it should, but drop down to 3,000 rpm in town and it gets a bit argumentative.

The gear box seemed to be a heavy duty indestructible one, but also a bit crude as the whole bike shook the first time I engaged first from neutral. These test bikes of ours were still tight with only about 150 miles on the odos; however, I can safely state that they are not of Japanese finesse just yet. Slightly more positive usage of my toe-tips was required. You can compare it to slicing through butter with a cold knife rather than a hot knife. The transmission otherwise worked perfectly and with such a powerful engine you can use high gears with excellent drive on the road, gearing less anyway.

KTM boldly claims that its RC8 1190 is the lightest in its class with 415-pound ready to race weight. That's a claimed weight without the 4.3 gallons of fuel, but with all other fluids and battery included. Ducati's standard 1098 has a claimed 381-pound dry weight. Add about 22 pounds to that for the battery, oil and coolant and the 1098 should still be lighter in the paper war at least. The feel of the KTM RC8 1190 is of a light enough bike anyway so the comparison is a bit academic.

No manufacturer can afford to launch such a product to the market and get it wrong. Still, that has happened before and will happen again. But by the looks of it, it will not happen to KTM. In 2005 Stefan Pierer gave the green light, two and a half years later this bike that was lucky enough to ride was ready. That's astonishing considering all the effort I can see the results of. I can't fault the RC8 on one single major thing and the design is so thoughtful. All the road livery has been designed to be removed easily for track days. Not only are the mirrors and number plate holder easy to remove, the bike also looks very tidy when ready to race. KTM really have worked overtime on this one.

The RC8 1190 has evidently been fitted with a very fast computer as the fire up routine is over and done with in about a second. If only my laptop were that quick. The instrument panel deserves mention and it features a host of functions. To mention only a few; clock, trip, digital rev counter and speedo and an easy to use lap timer are of the most useful ones.

Other practicalities that are not evident from our pictures are the fact that all the bikes are delivered with both a pillion seat and pillion pegs, but in a bag. If you are an egocentric track day fanatic you could possibly get away with lying to your girlfriend about the bike being a monoposto.

Conclusion Let me begin by congratulating KTM for producing what looks to be a very competitive package from day 1. This is no small feat in this flagship segment. The RC8 1190 is a true dream bike that can be studied for hours standing parked on the drive. At the same time it's very composed and easy to ride despite the big horsepower and low weight. I could easily live with some vibrations to the foot pegs and a solid gear box since the rest is so good. KTM has passed the big test with A+.
Highs

- Neutral and solid handling with minimal muscle needed for directional change
- The V75 engine layout with plenty of power and potentia
- The land of the rising red sun must now accept that an orange sunrise is inevitable
- Distinctive European design that shouts KTM
Sighs

- Vibrating foot pegs
- Gear box could be smoother

SIDEBAR REVIEW

By Jeremy McWilliams – former MotoGP racer

The KTM RC8 ride in Ascari was another good experience, and a great bike to ride in my view. I've ridden plenty of twins and all of them have their own special traits, this one has a character of it's own in the new era of oversized twins.

I like the fact that I believe anyone could ride this bike, whether in anger or a jaunt through the back roads. It's one of the most well behaved sports bike of its generation and not in the typical sport bike fashion, ass in the air full race prone position, this is more between sports and sport tourer, and the bars are level with the top yoke and not below.

To get an idea of the balance, good points or bad, I believe a test should be approached a bit like you would a qualifying lap on the track and, in contrast, a Sunday run on the road. I got the qualifying lap end of the stick in Ascari and made the most of it. Firstly, this bike gives the impression that all the weight is low. It looks shorter than I'd expected and the exhaust neatly hangs below giving the impression that much time has been spent making the whole package compact. When ridden the feeling is of a bike that has most of its mass central but not too low that direction changes become stressed.

When pushed the RC8 feels like it's stuck to the track like glue, the Super Corsa's seem to suit the geometry of this bike perfectly but don't compromise handling in any way. On corner entry this 1190 is razor sharp, enough to have me in a little early. As the bike turned so accurately on corner entry with minimal physical input my expectations of stability weren't high - how wrong. As hard as I pushed I couldn't get a weave or a protest and even jumping the not so flat kerbs in Ascari didn't give any warnings of impending disaster. I checked the neat WP steering damper to see what setting the tech's had decided might help save the gaggle of mad journos descending on this elite track and possibly destroying a very pretty fleet of orange and white Austrian pride. The damper was on zero and never needed adjusting all day. This chassis is very good. The suspension options (Standard, Medium and Sport) are a nice addition, but it would take a very fast or fussy rider to feel that the standard or medium setting wasn't for them. My preference was medium rear and sport front, just to help in the very hard braking areas.

Other niceties included the anti hop system derived from KTM's MotoGP experience, whereby on hard downshifting the back doesn't come around to greet the front. Handy if you've stepped into panic mode involuntarily and backed into first when third would've been adequate. The wheel speed differences are calculated super quick When the back locks up a servo motor one of the butterflies opens sufficiently and adds just enough fuel to get you out of trouble. The digital dash is easy to get on with; the change light is there only to remind that optimum change was probably 500rpm back. The motor does not need to be screwed to the red line in any gear, best I could make it work was changing at approximately 9,750 as the spread of torque is greatest from about 7,000 all the way until 10,000 if you so desire. Ratios are spot on, but with only about 150 miles on the bikes a positive change is needed. Still, the engineering makes this box feel like its bullet proof.

How is the RC8 1190 compared to the Ducati 1098R or S?

I've never ridden the 1098s; I know it's a completely different bike to the R so it would be unfair of me to comment until I rode the 1098s. The chassis are quite different because of the length of the motors (Ducati longer and a bit lazier than the KTM). The power characteristics are so different it would be like comparing the 848 with a 1098, a superstock blade and a superbike blade, the 1098R is over twice the price so it's not comparative.

As this RC8 1190 is KTM's first venture into the sport bike market it would be fair to say this is a seriously good effort. The lines are very KTM - sharp, angular and aggressive. This bike rides and feels a lot like its looks.