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.

2009 Yamaha R1 Unveiled!

After providing as much speculation, information and product renderings to readers as possible, we can finally spill the beans on the much anticipated R1. Yamaha has pulled out all the stops with a ground-up re-do of its iconic literbike. New bits abound, including its styling, chassis and, most intriguingly, a MotoGP-derived firing order of its innovative engine.

In the top class of roadracing, engineers have battled with harnessing the huge amounts of power and getting it to the ground efficiently. In 2004, Yamaha’s GP engineers introduced an uneven firing interval for its inline four-cylinder M1 with what’s called a cross-plane crankshaft. Instead of the two outer and two inner pistons rising and falling together, the R1’s engine has individual cylinders firing 90 degrees apart from each other. This eliminates the torque fluctuation of a typical four-cylinder mill, plus it gives the Yamamotor a very distinctive exhaust note similar to that of Valentino Rossi’s racebike.

“It gives a much more precise feeling in the throttle action,” says Yamaha’s product planner Derek Brooks. “You feel like you can sense that edge of traction.”

The engine still displaces 998cc, but it does so with a bigger bore and a shorter stroke; its rev limit remains at 13,750 rpm. Its architecture appears to be even more compact than previous. It inhales through Mikuni throttle bodies with secondary injectors and Yamaha’s electronic throttle and variable length intakes (crossing over at 9400 rpm). New for ’09 is addition of three throttle control maps selectable via a switch on the right handlebar. The default setting is a typical setup, while the “A” mode delivers extra midrange power. Softer response is available from the “B” setting.

"Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version"

Internally, the engine has several high-tech bits. Aluminum pistons are forged for strength, squeezing the intake mixture at a high 12.7:1 ratio. Connecting rods are fracture-split for added durability, while titanium intake valves are light in weight. A coupling-type balancer rotates opposite to the crankshaft to quell vibration. A ramp-type slipper clutch eases high-rpm downshifts.

The R1’s chassis is also slathered with the New Brush. The frame consists of a cast-aluminum forward section mated to Controlled-Fill die-cast outside rails and extruded inside rails. Like the’08 R6, the subframe is made from magnesium for reduced weight from the outer edges of the bike. The aluminum swingarm is also new. Rake, trail and wheelbase are unchanged from 24.0 degrees, 4.0 inches, and 55.7 inches, respectively.

The 43mm inverted fork is by Yamaha subsidiary Soqi, and it’s notable for having separate circuits for rebound and compression damping in each fork leg, said to be like the M1 GP bike. The Soqi shock has provisions for high- and low-speed compression damping, rebound damping, and in a nice surprise, a hydraulic preload adjuster.

Another user-friendly addition to the R1 is adjustable footpegs. Those needing extra cornering clearance can relocate them 15mm higher and 3mm further rearward. Instrumentation now includes a handy gear-position indicator, something frequently requested by consumers.

Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version. It’s led by a pair of projector-beam headlights flanked by ram-air intakes. An abbreviated side fairing features what Yamaha calls a layered body design that is said to better dissipate heat from the engine and radiators. Surprisingly, the The One continues with undertail exhaust pipes, which is part of the reason why it has a lofty 32.8-inch seat height that might annoy Tom Cruise.

Interestingly, Yamaha has quoted a wet-weight figure for the R1 rather than the usual dry weight. If the quoted figure of 454 lbs is to be believed, the bike has lost about 10 lbs compared to the previous version.

If you want one of these for your own, you have a choice of four color schemes. The Team Yamaha Blue and Cadmium Yellow versions retail for $12,390, which is a sizable bump of nearly $700 compared to the ’08 models. An extra $100 will buy a Raven (black) model with red accents or a white/red combo reminiscent of the original R1. Coming to a dealer near you this January.

2009 Honda Motorcycles Released

American Honda's Powersports Division announced today its third release of 2009 motorcycle products. This announcement follows the earlier releases of Honda's 2009 off-road motorcycles, ATVs, MUV and Ruckus and Metropolitan scooters.

Motorcycle Press Manager Bill Savino was excited to reveal new additions to the Honda lineup including the DN-01. “The 2009 DN-01 enters our market as literally a class of one; there is nothing else like it in the USA,” boasted Savino before adding, “And we've added a Motard-style CRF230M to the line.” In addition to the futuristic looking DN-01 which offers an automatic transmission and a sporty urban motard, Honda has made changes to the best-selling luxury touring motorcycle in the world, the Gold Wing. The Gold Wing 1800 will now offer a Tire Pressure Monitoring System (TPMS) and XM radio. Continuing this theme of updating already successful nameplates, both the CBR600RR and CBR1000RR will be available with electronic Combined Anti Lock Brake systems.

Check Motorcycle.com often as we work on getting first-hand accounts on these bikes.

DN-01

Honda's reputation for forging new categories in motorcycling takes its latest form in the radical DN-01. This futuristic machine combines sporty performance with a fully automatic transmission, a low seat height and exceptional style. Honda's designers sought to combine elements of a sport bike, relaxed cruiser comfort and the operating ease of an automatic transmission. Technophiles will note the programmed digital fuel injection (PGM-FI) feeding the powerful four-valve, 680cc liquid-cooled V-twin engine, the anti-lock, combined braking system, modern digital instrumentation and especially the HFT transmission, a highly advanced hydromechanical automatic transmission that literally sets the new DN-01 apart from all other motorcycles. Available in Candy Dark Red, Black MSRP: $14,599

Gold Wing

Long acknowledged as the pinnacle of luxury touring motorcycles, the legendary Honda Gold Wing expands its already-impressive resume of luxury amenities. The 2009 Gold Wing 1800 features two welcome additions: a Tire Pressure Monitoring System (TPMS) and XM radio. The TPMS indicator flashes when tire pressure is 10 percent low and it stays on when pressure is 20 percent low. XM radio is now available on all models that include a GPS navigation system. This XM radio system also carries the ability to provide real-time traffic and weather info; a monthly fee is charged for this service. Available in Candy Black Cherry, Pearl Yellow, Metallic Silver, Deep Blue Metallic, Metallic Titanium. MSRP: $20,999 - $25,599



CRF230M

The all-new CRF230M is street-ready for hours of urban and backroad adventure, with sporty 17-inch wheels and low-profile tires, plus a torquey, electric-start engine that boasts exceptional fuel economy. This light and agile street specialist features a dependable 223cc single-cylinder air-cooled four-stroke engine that pumps out plenty of user-friendly power plus a broad torque spread over a wide rpm range. In addition, the CRF230M packs CRF-R-inspired bodywork and graphics with black frame rails and black fork sliders to provide lots of style while you're on the go. Available in Black. MSRP: $4,749

VTX1300

The VTX1300 offers loads of V-twin torque plus a wealth of distinctive custom styling variations to suit individual tastes, all at prices that keep this value-laden winner a perennial favorite. Available in Titanium, Dark Blue Metallic, Metallic Red, Black (VTX1300C); Metallic Silver, Metallic Black, Bright Blue Metallic (VTX1300R); Dark Red, Titanium, Black (VTX1300T). MSRP: $9,899 - $11,399

ST1300/ST1300 ABS

Long-distance riders all around the world agree that Honda's ST1300 sets the class standards for both power and handling. Thanks to its powerful, liquid-cooled 1261cc longitudinally mounted V-4 engine with Programmed Fuel Injection (PGM-FI), the ST1300 delivers effortless acceleration and passing power for all-day riding. Available in Candy Dark Red. MSRP: $14,599 MSRP: $15,699 (ABS)

CBR1000RR/CBR1000RR ABS

The CBR1000RR is the lightest, most compact, and best performing motorcycle in its class, making it the standard against which all other literbikes are measured. And for 2009, it's available with Honda's high-tech, electronically controlled Combined ABS for the ultimate in sport bike braking performance. Honda's patented, electronically controlled Combined ABS delivers the benefits of Combined Braking System (CBS) and the benefits of Anti-Lock Braking System (ABS). CBR1000RR available in Repsol Edition (Blue / White / Orange / Red), Pearl White / Light Silver Metallic, Black, Red / Black MSRP: $11,999 - $12,499 (Repsol) CBR1000RR ABS available in Red / Black. MSRP: $12,999 (ABS)

Interceptor/Interceptor ABS

The Interceptor continues to serve as the epitome of sport touring motorcycles, one that carries an extra emphasis on sport. Its potent V-4 VTEC engine and excellent handling make this the long-range bike of choice for those who hunt out twisty backroads. Anti-Lock Braking System (ABS) model available. Available in Black. MSRP: $10,999 MSRP: $11,999 (ABS)

Shadow Spirit 750 C2

Big-bike looks, street-rod styling and a muscular V-twin engine come together in a surprisingly affordable package that's perfect for cruising city streets as well as exploring back-country roads. Available in Candy Dark Red, Pearl White/Silver Pinstripe, Pearl Black/Red Pinstripe, Black. MSRP: $6,999 - $7,299

Shadow Aero

The Shadow Aero fits the bill perfectly for a wide range of riders searching for classic retro styling, low seat height, power-packed V-twin engine and fine handling, all at a price that's right for the times. Available in Metallic Titanium/White, Pearl Blue/Metallic Silver, Black/Snakeskin Pattern, Candy Dark Red, Black. MSRP: $6,999 - $7,299

CBR600RR/CBR600RR ABS

A winner on the racetrack and in magazine comparison tests, the light, compact and powerful Honda CBR600RR raises performance standards to new heights in the middleweight class, and is now available with Combined ABS. Honda's patented, electronically controlled Combined ABS delivers the benefits of Combined Braking System (CBS) and the benefits of Anti-Lock Braking System (ABS). CBR600RR available in Red/Black, Black/Bright Green Metallic, Metallic Black, Phoenix, Pearl White/Pearl Blue/Red. MSRP: $9,799 - $10,099 (Phoenix) CBR600RR Combined ABS available in Red / Black and Metallic Black. MSRP: $10,799 (ABS)

Rebel

Comfortable, durable and stylish, the Rebel may be the perfect entry-level street bike for a trip across town or even long-distance adventures. Available in Ultra Blue Metallic, Black. MSRP: $3,399

XR650L

The legendary electric-start XR650L unlocks the way to motorcycle adventures on paved roads and well beyond. Whether you choose dirt roads, remote trails or forgotten byways, this proven dual-sport is the key to opening the road less traveled. Available in Red. MSRP: $5,999

CRF230L

With the do-it-all CRF230L, you get a compact and lightweight adventure-loving dual-sport machine that willingly serves as an economical commuter, a motor-home runabout or a weekend outback-exploration vehicle. Available in Red. MSRP: $4,549

2009 Kawasaki Motorcycles Released

Slump? What Slump? Despite the slow motorcycle sales in 2008, Kawasaki Motors hasn't let off the throttle for 2009. Continuing its trend of delivering more and more new models each coming model year late this decade, Team Green unveiled more new models this weekend at its annual dealer meeting held in Dallas, Texas.With a star-studded celebrity line-up presenting each model to the stage, the morning meeting was jam-packed with information. Kawasaki sure does live up to its motto, letting the Good Times Roll. It doesn’t see any reason to let off the throttle in what appear to be economic difficulties.

Despite overall motorcycle sales dropping in 2008, Kawasaki showed an increase in its market share for 2008, up 5% compared to a 6% drop in overall all-brand sales. That’s huge news to Kawasaki and its dealers. With category-leading products to offer, the dealers are selling for success in nearly every motorsport discipline.

The first announcement to the dealers was directed towards the personal watercraft market, and our man Lucas Cooney will give you the details on the new Ultra 260LX later this week on PersonalWatercraft.com, the next step in touring-capable personal watercraft, boasting a whopping 260 hp.

Racing is the key brand builder for Kawasaki, as it knows that winning races sells motorcycles. Racing gets dealers psyched up about their new products, as does having true racing legends present the new models to the audience.

The talk of the town for you MOfos is going to be the overhauled 2009 Ninja ZX-6R. Here at the dealer meeting, team rider Roger Hayden delivered the motorcycle in all its deliciousness.

Kawasaki’s designers have focused on setting quicker laptimes and still making a superior streetbike.

In addition to adding power across the entire powerband and improving mass centralization, they’ve refined the engine and chassis behavior in a number of ways. They’ve added a ZX-10R-like rear swingarm with more rigidity and balance.

They’ve also steepened the cylinder bank angle, rotated around the output shaft, to raise both the center of gravity (by 16mm) and the head pipe (by 10 mm). This is meant to improve turn-in performance.

Contributing to this new steering characteristic is the added “revolutionary” front fork design. The “Big Piston” fork now acts more like a shock than a traditional cartridge type fork. Now using a 45mm fork tube as the inner wall, the internal piston is now almost twice the size with almost four times the surface area to help calm the attitude changes with a reduced damping pressure. The damping force is the same, but adding an Ohlins steering damper, as found on the ZX-10R, helps to keep the good times rolling upright.

Contributing to the total weight loss of 22 pounds when compared to the 2008 model, the all-new lower right side-mounted performance exhaust has an under engine pre-chamber. The all-new ZX-6R will retail for $9,799 and come in three colors: Lime Green, Metallic Diablo Black / Flat Super Black and Candy Surf Blue / Flat Super Black as well as a special Monster edition retailing for $9,999.

Three-time drag race champion Rickey Gadson presented the revised and now rubber-mounted Ninja 650R. This spunky sportbike received several changes to the frame, swingarm and suspension that result in reduced vibration and lighter handling - making the new Ninja 650R more nimble and comfortable than ever. Its signature trellis frame and offset laydown rear shock design remains, but the frame was completely revamped and now sports a higher quality paint finish.

The 2009 650R with retail for $6,799 and be available in 3 colors: Lime Green, Passion Red and Metallic Diablo Black.

Although presenting a fuel-efficient (48 mpg) entry-level sporting standard bike to the dealers in attendance, Rickey reminded the dealers that they have on their showroom floors the “quickest and fastest production bike on the planet,” having recently set a new personal record last week at the Atco Raceway in New Jersey with a 7.77-second and 191 mph time,¬ faster than the next fastest ’Busa by 0.2 second.

The Ninja ZX-14R will return in 2009 with minimal changes beyond new paint and updated MSRPs.

The ER-6n is possibly the hardest model name to type, yet the best new naked bike we’ve seen this fall season.

The ER-6n is possibly the hardest model name to type, yet the best new naked bike we’ve seen this fall season.

The class clown of motorcycling that became the first sponsored stunt rider to a major OEM, Kane Friesen, rolled out on stage to present one of the best-selling sportbikes in Europe, now available stateside, the ER-6N. It shares nearly everything but the bodywork with the Ninja 650R, but the styling is where these two motorcycles differ. Some dealers described the front end as being similar to a KTM, while others thought it looked like the Z1000.

Kawasaki reps say there are a few reasons why they brought the ER-6N to the US, a bike mechanically similar to both the Ninja 650 and the Versys. Among them is the powerful and fuel-efficient motor that it shares. With a claimed fuel economy of 48 mpg and priced slightly less that the 650R, the ER-6N retails for a reasonable $6,399.

The big news for the most versatile standard in the Kawasaki lineup is that it’s finally a 50-state motorcycle. Not big news, but it ought to make the Californians happy. With a miles-per-gallon peak of 53, the Versys is ready and waiting for you in two colors this year: the new-for-Kawi Candy Plasma Blue and Candy Lime Green. MSRP is $7,099.

Presented by the 12-time Baja 1000 champion Larry Roessler and garnering applause even before its name was mentioned, the highly successful KLX250S is followed by a supermoto version, the KLX250SF. It shares the 240cc four-stroke powerplant and 6-speed transmission but adds 17-inch wheels and a lowered suspension that reduces seat height by 1.0 inch. Stopping abilities are enhanced by a 300mm front disc - 50mm bigger than the front rotor on the already lightweight package 250S.

Sipping gas at the rate of 70 mpg, the SF will retail for $5,299 and come only in the aggressive ebony color.

Kawasaki is also bringing back the mild dual-purpose Sherpa and the Eliminator mini cruiser for the obvious reasons: fuel economy.

New benchmark set

5 September 2008

The 1915 Cyclone board track racer, which sold for a staggering $520,000.

On 12 July 2008 a new milestone was hit in the motorcycle market – the first American motorcycle to sell for over half a million US dollars and a world record for a motorcycle sold at auction.

MidAmerica Auctions, a St Paul, Minnesota company, was proud to offer for auction one of the rarest, most highly coveted motorcycles at the Inaugural Monterey Motorcycle Auction. The 1915 Cyclone Board Track Racer sold for $520,000.

The Cyclone was made by the Joerns Motor Manufacturing Company of St Paul, Minnesota. The engine features shaft-and-bevel driven overhead cams as its most obvious and, for the time, radical feature. The engine presaged modern practice in other ways, including a near-hemispherical combustion chamber, proper caged ball and roller bearings throughout (when other bikes used uncaged rollers or plain bushes), and recessed mating faces on crankcase halves, barrels, and cylinder heads, for a secure fit. Even with a modest 5.5:1 compression ratio, the estimated output from the engine is 45hp.

Few of these board track racers were made in the short span of Cyclone production. The engine, although very successful on shorter tracks, needed further development, especially with lubrication and the underdeveloped metallurgy of the day. It was already very expensive to build, and the factory didn’t have the resources to revamp the engine, so by 1915 the Cyclone passed into legend. The motorcycle at auction was formerly the property of ‘Shorty’ Tompkins.

Only 12 Cyclone motorcycles have been found, and some of those are roadsters. This Cyclone is one of the most correct board track racers, as some others have been heavily remanufactured. It is thought that this Cyclone has all the correct engine internals. With its rarity and unique qualities, it was no mistake this Cyclone sold for a half million dollars.

MidAmerica Auctions has auctioned vintage motorcycles for the past 20 years with over 12,000 motorcycles. The 17th Annual Las Vegas Vintage Motorcycle Auction in January had 500 motorcycles crossing the auction block with a 93 per cent sale rate and $5.3-million in sales.

The Art of Scootering

18 August 2008

The scooter scene is truly a unique one in the people it attracts, the scooters we ride and the places we visit. Featuring heavily are the classic Italian marques of Lambretta and Vespa, on their own a beautiful example of automotive design, but in the hands of a creative scooter enthusiast they are an inspirational blank canvas.

The Art of Scootering If you thought that attaching chromed spotlights and mirrors in a Mod style was the only form of scooter customisation, or that TV shows such as American chopper were some sort of new innovation, then think again! Among the 132 pages in The Art of Scooters you will find over 140 custom scooters from around the UK as well as Europe that will take your breath away. Looking at the scooter scene from the 1950s to the present day The Art of Scooters will open your eyes to the world of intricately engraved and gold plated engines, radical scooter engineering and some award winning artwork that will blow your mind.
Drawing heavily on the colour archives of Scootering magazine each page brings you a new work of art from the world of scootering, from radical chops to engine transplants, accessorised Mod style scooters to fully muralled Lambrettas, classic P-range Vespas and many more. The inspiration for these machines is just as vast; music, conflict, fantasy art of the scooter lifestyle, these and more are all represented and great examples of why many in the world of customised two-wheelers admire these little scooters so much. And after reading this names such as Spirit Walker, Wake, Headhunter, DTC, Alien, Sonic Dream and Future Shock amongst many others will not only be familiar to you, but also the inspiration to customise your own scooter.
The Art of Scooters is written by the editor of Scootering Magazine, Andy Gillard, who himself has been riding scooters around the UK and Europe since the mid-1980s.