Ducati 848 Evo

Ducati’s new 848 Evo is a masterpiece. Replacing the current 848, which has been with us since 2008, the 848 Evo has 1198R Brembo Monobloc brake calipers, a non-adjustable steering damper and tweaks to the engine to make it rev harder and faster. These subtle tweaks are enough to put the Ducati into a different league. It’s now every bit as fast and exciting as a superbike, but a thousand times easier to ride. It’s a class act.The Ducati’s 849.4cc V-twin Testastretta engine has new cylinder heads, revised ports, hot cams, new pistons (increasing the compression ratio from 12.1 to 13.2:1) and new elliptical throttle bodies, up from 56mm to 60mm. Power is increased from a measured 122bhp to 126bhp over the old 848, which might not sound much but it’s given the 848 Evo a far more aggressive edge. The 848 Evo loves to be revved and when you do, it rewards you with savage acceleration. Being a big V-twin, you can still ride the torque, be lazy with the gears and cover ground almost as fast. This is an unashamed race bike with lights. It’s cramped, has a hard seat, an extreme riding position, low screen, rubbish tank range and you can’t see out of the mirrors, but you forgive all this for the way it handles. Stick a set of racing tyres on it and it’s the ultimate trackday tool and able to carry massive corner speed. It’s slightly slow steering out of the crate, but the fully adjustable suspension can be tweaked to dial this out. On the road it’s very stable and can get from A to B as fast as the best sportsbikes in the world.he 848 Evo does without some of the flashy electronics of Ducati’s range-topping machines (although you can have Ducati datalooging as an optional extra), but it comes with new Brembos monobloc calipers, which are phenomenal, fully adjustable Showa suspension and a MotoGP replica mutli-function dash.The bad old days of dodgy electrics and iffy reliability has gone, Ducatis are now as dependable as the best Japanese bikes. Service intervals are every 7500-miles and build quality is superbGone of the days of Ducatis being more expensive than its Japanese rivals. Costing just over ten grand, the 848 Evo is only £1000 more than an R6 and on par with bikes like the GSX-R1000 and Honda Fireblade.

Ducati 848 Evo

Ducati’s new 848 Evo is a masterpiece. Replacing the current 848, which has been with us since 2008, the 848 Evo has 1198R Brembo Monobloc brake calipers, a non-adjustable steering damper and tweaks to the engine to make it rev harder and faster. These subtle tweaks are enough to put the Ducati into a different league. It’s now every bit as fast and exciting as a superbike, but a thousand times easier to ride. It’s a class act.The Ducati’s 849.4cc V-twin Testastretta engine has new cylinder heads, revised ports, hot cams, new pistons (increasing the compression ratio from 12.1 to 13.2:1) and new elliptical throttle bodies, up from 56mm to 60mm. Power is increased from a measured 122bhp to 126bhp over the old 848, which might not sound much but it’s given the 848 Evo a far more aggressive edge. The 848 Evo loves to be revved and when you do, it rewards you with savage acceleration. Being a big V-twin, you can still ride the torque, be lazy with the gears and cover ground almost as fast.
This is an unashamed race bike with lights. It’s cramped, has a hard seat, an extreme riding position, low screen, rubbish tank range and you can’t see out of the mirrors, but you forgive all this for the way it handles. Stick a set of racing tyres on it and it’s the ultimate trackday tool and able to carry massive corner speed. It’s slightly slow steering out of the crate, but the fully adjustable suspension can be tweaked to dial this out. On the road it’s very stable and can get from A to B as fast as the best sportsbikes in the world.The 848 Evo does without some of the flashy electronics of Ducati’s range-topping machines (although you can have Ducati datalooging as an optional extra), but it comes with new Brembos monobloc calipers, which are phenomenal, fully adjustable Showa suspension and a MotoGP replica mutli-function dash.
The bad old days of dodgy electrics and iffy reliability has gone, Ducatis are now as dependable as the best Japanese bikes. Service intervals are every 7500-miles and build quality is superb.Gone of the days of Ducatis being more expensive than its Japanese rivals. Costing just over ten grand, the 848 Evo is only £1000 more than an R6 and on par with bikes like the GSX-R1000 and Honda Fireblade.

Suzuki RGV250

Back in the late 1980s and early 90s the two-stroke RGV250 was the closest thing you could get to a Grand Prix bike on the road. If you were lucky enough to own what we regard as the best RGV250: the ‘N’ model, complete with its twin, piggy-back exhaust cans, upside down forks and a banana swingarm, here was a bike that looked just like the RGV500 Kevin Schwantz rode in 500cc Grand Prix.

The RGV250 ran from 1987 to 1997, but they were only officially imported into the UK from 1989 (RGV250 K) to 1994 (RGV250 R). It was a crime against motorcycling when Suzuki decided not to bring the beautifully curvy 1996/97 RGVs to our shores (or the 1991 SP version), which included the fantastic limited edition SP model, complete with a dry clutch, ram air and 70bhp.

Back in the day 250cc race replicas were the sharpest handling, most frenzied, maddest things you could buy on two wheels. Nowadays the RGV250 is a modern classic and is probably a bit slower and softer than you’d remember. It still looks good, sounds amazing and the smell of burning two-stroke oil will take you right back. Put simply, it’s still sensational. From the RGV250K to the RGV250R (the officially-imported UK models) the liquid-cooled, two-stroke, 249cc 90°V-twin remained fundamentally the same. Although they made around 55bhp@10,500rpm, give or take, the motors didn’t have to push much weight along so the Suzuki was still blindingly quick. Like any fast two-stroke, despite the power valves, there’s not much going on at low revs, so you’ve got to keep it revving to get anywhere fast.
Compared to the best sportsbikes of today, with their fat tyres, stiff frames and racing suspension, the old RGV250 can seem a bit ‘woolly’ by comparison. But, with a good set of tyres and well sorted suspension the Suzuki will keep up with the best of them on tight B roads. The beefy aluminium frame and swingarm is more than a match for the power on tap, so the trick with the RGV is simply never to let off for the corners! Later models handle better than the early ‘K’ and ‘L’ bikes, but are 11kg heavier (up from 128kg to 139kg) thanks mainly to the heavier ‘banana’ and braced swingarms.The RGV is an unashamed lightweight no-frills package, there’s no electric start here, you have to kick it into life yourself. But in its day, the ‘M’ and ‘N’ models had lots of technology from 500cc Grand Prix, like upside down forks, 17” wheels, a braced ‘banana’ swingarm and fully adjustable suspension.Left unmolested, well-maintained and fed with good-quality (read ‘bloody expensive’) two-stroke oil, RGV engines are pretty reliable. Any deviation from this can spell a whole world of trouble. The chassis parts are all well-built, but the overall finish is lacking, so unless fastidiously looked-after RGVs can look tatty very quickly. Stay well clear of ex-race examples.Depending on the age and model, a good RGV is going to cost around the £1500-mark, although they don’t come up that often. If you do manage to find one in good condition, it’s a little amount of money for a lot of fast, sexy, mental, stinking, two-stroke history.

Kawasaki-KR-1S

Kawasaki’s KR-1S was the quickest mass-produced, 250 two-stroke ever (139mph being recorded in a 1990 speed test), being quicker than both Suzuki’s RGV and even Aprilia’s later (but RGV-powered) RS250. On the downside it came with slightly questionable reliability and handling that could tank slap you into casualty. Dangerous, but hugely addictive.In many ways you could be very mean and rate the Kawasaki KR-1S’s engine as poor. The preceding KR-1 suffered from iffy reliability, and KR-1S got nickel plated cylinders which are expensive to re-bore or replace. That said, if you service the engine regularly and use quality two-stroke oil, you have the quickest 250 two-stroke out there.
Again, the Kawasaki KR-1S is very ying-yang. On the one hand it’s very light, flickable and tiny, like riding a mini race bike. But on the flip side it’s capable of sending the bars into a mighty tank-slapper. The rear shock is on the soft side, and the suspension basic, and you were stuck with a 18inch rear wheel. But once set up with a good steering damper the Kawasaki KR-1S was a flyer and rewarding to ride fast.The Kawasaki KR-1S never had the mouth-watering appeal of the RGV or RS 250 from Aprilia which copied the lines of their 250GP bike relatives, so, looks-wise, the KR-1S is slightly disappointing. Nor are there any special parts, like the sculpted swing arm of the Suzuki or twin high race exhausts of the Priller. That said, the KR-1S’s brakes are not half bad.
Kawasaki’s KR-1Ss seem to be increasing in price consistently as good examples become rarer. Early models at less than £1500 might seem attractive but you’ll be buying problems. Instead, find a low mileage, well looked after, late model and it’s sure to go up in value. You’ll have a bargain, true mini race bike that can still cut it on track today, with a true two stroke race engine – just be sure to cover that clutch!

Honda VFR800 V-Tec

In the late 90s the old VFR800 was a great bike but needed updating. Its replacement, the Honda VFR800 V-Tec, is a beautiful thing and rides, goes and handles superbly too, but the Honda VFR800 V-Tec's variable valve timing caused some controversy.A wonderfully even spread of power is the hallmark of the VFR and the Honda VFR800 V-Tec doesn't disappoint, making a claimed 107bhp at 10K. Along the way you might notice the V-Tec gizmo making a little step up around 7000 revs, but it's hardly a Kawasaki ZX-10R style lunge for the horizon. Like VFRs of old, the Honda VFR800 V-Tec motor simply gets on with the job, but is deceptively quick while it does it.
The Honda VFR800 V-Tec steers a little slower than some rivals, like the Sprint ST, or ST4S, and offers a plusher ride than average. But the slightly soft suspension doesn't dive at the front too much under braking, as the CBS system puts some braking force to the rear disc to balance things up a bit. In a word, the Honda VFR800 V-Tecs handling is neutral. There's a big problem with going touring on the Honda VFR800 V-Tec - there's no luggage space whatsoever. It costs about a grand extra to buy the hard luggage set from Honda, then add on more cash for heated grips, perhaps a replacement screen too as the stock screen is a bit low. On the upside, the Honda VFR800 V-Tec has a 22 litre gas tank, comfy saddle, a grabrail and a centrestand.
Anyone who has owned a gear driven cam VFR will wonder why Honda went back to camchains on this V-4 cylinder engined Honda VFR800 V-Tec. Sadly, they're in danger of being able to say `told you so' to owners who have had the Honda VFR800 V-Tec recalled for camchain associated work under warranty. Apart from that, the Honda VFR800 V-Tec looks built to last 100,000 miles, but does need some expensive servicing along the way.Available new in ABS and non-ABS braked versions, the Honda VFR800 V-Tec is a bike that impresses you from the moment you see it `in the metal.' It oozes class and sharp-edged purpose from every fairing panel. Honda VFR800 V-Tec resale values are pretty good too.

Yamaha YZF-R6

Hardcore, know the score. The Yamaha YZF-R6 is a sexy uber-capable track bike that works on the road too. It caught the 600 race rep class napping and nothing came close until Suzuki launched its 2001 GSX-R600 – that’s a long time to rule the 600 roost and shows just how good the original Yamaha YZF-R6 was.The Yamaha YZF-R6 loves to rev – a 15,500 rpm redline was high for the time. And it’s powerful. 160mph fast doesn’t sound amazing in these days of 180+mph bikes but unleashing the Yamaha YZF-R6's 108bhp certainly feels pretty special. The midrange is surprisingly meaty too although the top end rush hides it. The gearbox isn’t the smoothest but it’s at least a match for most Hondas.
Light, rapid steering and hard to fault on the track – ultimately the Yamaha YZF-R6's pegs will touch down but that takes some doing. The bars will waggle under power but the Yamaha YZF-R6 is a fast steering track bike so that’s to be expected. It can’t quite match the composition and easy turn in of the latest supersport 600s but it’s a small difference – chassis wear will be more significant on most machines.Sports bikes don’t have to be crippling and impractical. And the Yamaha YZF-R6 is neither. The riding position’s pretty reasonable – touring’s possible although the seat could benefit from a gel insert. The Yamaha YZF-R6's instruments are comprehensive for the era and include an extra trip meter triggered by the fuel reserve. Above average underseat storgage, good headlights, passable mirrors.
The Yamaha YZF-R6's finish is a mixed bag. Plenty of major parts resist the rigors of rain and salt well. But a few smaller parts let the Yamaha YZF-R6 down. Bolts, brackets and fasteners plus a handful of bigger components fur or rust up far too easily. Major Yamaha YZF-R6 reliability problems are extremely rare. Check for heavy oil consumption and any form of gearbox fault.This is a popular, but value for money, class and it’s hard fought on price. The Yamaha YZF-R6 is not only the best bike from late 1998 to the end of 2000 it’s the best looking too so prices hold up quite well. Suzuki’s GSX-R is track capable but poor on the road, Honda’s CBR is a sound machine but revvy and the Kawaski’s more road focused.

Honda SP1/2

The Honda SP1 and Honda SP2 were built to prove a point; that the world's number one bike maker could beat Ducati on the track, using a V-twin. Sadly, that makes the Honda SP1/2 less satisfying, because it has an on/off fuelling set up, too much power for the chassis and a cramped riding position. On the upside, the Honda SP1/2 is beautifully made, sounds awesome and makes 90% of riders look faster than they really are.A truly great motor, ruined by a glitchy fuel injection system, especially on the Honda SP1 which is sometimes unpredictable at low rpm. With 133bhp at 10,000rpm the Honda SP2 is 4bhp up on the Honda SP1, but the later model feels easier to ride, thanks to bigger throttle bodies and a better 12 point injector system feeding it.
Like most V-twins, the Honda SP1/2 series need a bit more rider input than the average four when cornering hard. The ride is harsh on both motorcycles, with a massive twin spar frame as the backbone of the motorcycle and firm suspension. The Honda SP1/2 really needs a racetrack to appreciate the abilities of the chassis, as it just seems too hard and unforgiving on many normal roads.The Honda SP1/2 oozes class. There's little doubt that Honda lost money on each one of them, even at ten grand a pop. Beautiful machined alloy parts, an exquisite swingarm on the Honda SP2, top notch Showa suspension, stunning brakes - the Honda SP series bikes are a techie's delight to look at - and the dashboard looks like it came straight off a Suzuka endurance racer. Spartan but sexy.
The Honda SP1/2 feels like it was made in the HRC race shop, not an anonymous factory. Every detail fits together just right, the Honda SP1/2 has an aura of engineering excellence and durability than many other Honda machines sadly lack. Apart from chinning fuel at 30mpg, the Honda SP1/2 has no real faults and if you were some kind of sick masochist, you could probably despatch on it. The Honda SP1 enjoyed respectable UK sales, but was soon discounted as dealers realised people wouldn't pay vast sums for what was perceived (wrongly) as a jazzed up Firestorm. The Honda SP2 struggled to hold its 10K list price too, dropping to about 8K new in late 2002. All of which makes the Honda SP 1/2 series V-twins true bargains on the used market - you get a top class WSB race rep for very little money and undoubtedly the later Honda SP2 model, in its Castrol colours, is the one to have.

Kawasaki Z750

The Kawasaki Z750 is a rev-happy chap that also comes with a half decent amount of low-down pull – thanks to reworked fuel injection and engine internals. Moving the Kawasaki Z750's engine mounts has also put paid to most of the vibes that afflicted the previous model. When the tacho needle hits 6500rpm the Kawasaki Z750 comes alive. Use these revs and the Kawasaki Z750 instantly becomes a naked sports bike that begs to be abused. Except, in standard trim, it won’t allow…Part of the Kawasaki Z750 cost-cutting exercise involves simplifying the already budget suspension – only one fork leg controls front rebound damping and the forks and rear shock are particularly soft. This means the handling of the quick-ish steering Kawasaki Z750 soon starts to go south when the bike’s pushed hard. The Kawasaki Z750 can be so nearly righted with tweaks to put the fun back into riding what is otherwise a smile-inducing motorcycle
Wave-pattern discs all-round and decent brake pads are the Kawasaki Z750's braking saviour as it features decidedly old-hat two-piston sliding calipers at the front. And that’s about it. If the price was higher then the Kawasaki Z750's score rating would be considerably lower, but as it is a built-to-a-price motorcycle…The Kawasaki Z750 has a very proven motor as it’s a down-sized ZX-9R engine – and that has been around in various guises for donkeys years – so it is definitely understressed. Even though the Kawasaki Z750's swingarm (painted steel arm) and brakes are budget items, all of it’s a known quantity, so frequent cleaning should see everything on the Kawasaki Z750 stay shiny.The Kawasaki Z750 is a couple of hundred quid cheaper than the new Honda Hornet and cheaper than a Yamaha Fazer 600, which places the bike as a wallet friendly creature. Even the Kawasaki Z750's extra 150cc placing shouldn’t be too detrimental on the running costs.

Triumph Daytona 955i

The Triumph Daytona 955i is an extremely rapid, sweet handling superbike. Unfortunately it was about four years too late in a fiercely competitive class. The R1, GSX-R1000 and FireBlade are lighter and faster. The Triumph Daytona 955i’s saving grace is its character from its gruff three-cylinder engine, distinctive understated looks and the fact few riders can use anything like all the performance any of these motorcycles offer.Love the Triumph Daytona 955i's syncopated rumble at tickover – and there’s no shortage of low down drive. As it builds more power comes rushing and rushing until almost too soon it’s time to change up a gear. The Triumph Daytona's triple can never match the Japanese fours for top end power but it aces them on personality and sound. It's motorcycling aural poetry with a race can.
Ride the Triumph Daytona 955i on the road and you’ll be hard pushed to fault it. Likewise on a race track. But try it back to back with the lighter, more powerful Japanese competition and the Triumph Daytona 955i feels slightly crude by comparison. Still a thrilling, rapid motorcycle and plenty stable enough for uneven uk roads. Brakes superb if in good condition.With the Triumph Daytona 955i there are few luxuries but that’s par for the course. Comfort’s not bad – much better than some of the more extreme motorcycles like Honda’s CBR1000RR and the early ZX-10R. You can tour quite well one-up on the Triumph Daytona 955i too. The headlights are ace, mirrors are pants. Loads of official extras include alarm, luggage rack, grab rail and a high-level silencer.
Problems with the Triumph Daytona T595 and early T955s had been ironed out by the time the Daytona 955i was released. Triumph finish seems to be more durable than on Japanese motorcycles although when the crinkly black surfaces start to go, they deteriorate fast. Owners tend to be more mature than other big sports motorcycles too which is a plus.At the end of its life the Triumph Daytona 955i had a bargain new price. Used motorcycles hold their money pretty well but it’s often justified by excellent condition. The Triumph Daytona 955i is an insurance group lower than almost every other motorcycle in the class (two lower than some) which can make a huge difference. Triumph’s own insurance scheme can be reasonable too – reason alone to buy one if you’re deemed a high-risk.

MV Agusta Brutale 1099RR Cannonball

Based on MV’s range-topping Brutale 1090RR, the Cannonball is fitted with an array of mouth-watering MV Agusta Corse goodies.
Starting with the standard £13,699 machine, which is smoother and far easier to live with than the angry Brutales of old, you can choose what parts of the Cannonball kit you want by going on to MV’s online ‘configurator’. Our test bike was fully-loaded with £3917-worth of cosmetics and chassis mods, which include MV Agusta Corse levers, rearsets and a dazzling array of carbon fibre parts. It’s topped off with a £4745 F4 superbike-inspired engine kit, which has a tuned top end and a full titanium Arrow exhaust system, which boosts power by 21bhp to 165bhp.
The Brutale 1090RR Cannonball manages to be insanely fast, unbelievable fun, stupidly loud, excessively expensive and easy to ride, all in one go. In our book, it makes this one of the most desirable motorcycles in the world.This isn’t a bike for shrinking violets. Hammer through the gears at full throttle and the tuned inline-four-cylinder 1078cc motor hesitates very slightly at low rpm, then takes off in violent style. It will loop-the-loop in first gear and wants to lift in the next two. The engine devours revs and gears and before you know it, if you’re on a big enough track, you’ll be flat in top, struggling to hang on while your ears are being assaulted by the angry roar of the titanium Arrow racing exhaust.
With its Cannonball kit fitted you still get the same friendly new-generation Brutale. On this test bike the standard fully-adjustable Sachs rear shock and 50mm Marzocchi forks are set to give a plush, quality ride and the stock Brembo brakes are powerful enough for anything you care to throw at them.
From the Cannonball chassis kit, you only notice the slightly chunkier feel of the MV Agusta Corse racing levers and the higher rearsets, the rest of the goodies are purely cosmetic.On top of all the goodies you get with the Cannonball kit, you get traction control, fully adjustable 50mm Marzocchi forks and Sachs rear shock, monobloc four-piston Brembo calipers, slipper clutch and gear position indicator. This is the ultimate super naked. It’s super-fast and handles like a superbike. It’s the most insane fun you can have on a bike if you’ve got a mischievous streak in you. Yes it’s hideously expensive and you can have almost as fun on any one of the leading super naked machines out there for a fraction of the price, but if you want the very best, the Cannonball is the one to have.

BMW K1300R

It may look largely the same as the outgoing model but the latest version of BMW’s naked K1300R has had a host of small changes that add up to a much better bike all-round. With a claimed 173bhp and some seriously clever optional electronically-adjustable suspension, traction control and a long list of options to choose from, BMW has built a bike that almost defies naked bike logic. And don’t forget the new K-series range now has proper indicators rather than the confusing triple switches of old.The motor is the biggest single area of improvement over the previous model. Engineering development was handed over to the spanner magicians at Ricardo – the same firm that designed the gearbox for the 1000bhp Bugatti Veyron hypercar. This is the first time BMW has worked with Ricardo on one of its bikes. The result is a claimed 173bhp from an increased 1293cc four-cylinder motor that is much smoother with bundles of power and torque. It’s one of the best big-capacity motors onthe road today combining lovely refinement with a racing engine snarl when pushed. And yes, it’s very, very, very fast.The only question is how long you can hang on.
The BMW K13000R is actually a little easier to chuck around than the faired BMW K1300S model thanks to wider, taller handlebars which give loads of leverage over the fairly substantial weight of the bike. Use of aluminium rather than steel on the Duolever front suspension has taken 1kg off the unsprung weight and this has added a bit of feel to the slightly numb handling feedback on the outgoing model. The ESA II system and ASC traction control are brilliant and well worth the cash.Spec up a BMW K1300R with all of the options BMW has to offer and it’s going to be an expensive machine. There are some must-haves though and the ESA II at £617 is one of them as it offers a great deal of adjustment and takes the guesswork out of suspension adjustment. ABS is another one. After that there are some lovely choices. Heated grips, hard luggage, Akrapovic exhaust, onboard computer and a quickshifter. There are also carbon bits, mini-indicators and crash bungs as standard on the R. Most are worth a look although we would give the quickshifter a miss as although it works just fine, it seems out of place on a bike like this.
Few bikes shrug off winter better than a BMW motorcycle but it will still need regular attention to keep it looking shiny. The uprated shaft drive means less maintenance and expense than a chain. A few owners of the BMW K1200S previous model seemed to have suffered from vibration and quite high oil consumption but the new engine should stop that happening. At £9500 for the stock model without ABS there is no getting away from the fact that the BMW K1300R is not a cheap bike…add in the essential ABS and ESA II and the price goes to £10,675. From there on in adding options obviously just adds more and more to the costs. ESA II must be on the list as it transforms the bike. BMW do a Dynamic Pack which puts ABS and ASC traction control together with a Tyre Pressure Control system for £1175 and saves £143.

Yamaha FZ1/FZS1000

What you get with the Yamaha FZ1/FZS1000 is the awesome 2002 R1 engine in a more practical but still high-spec chassis. The Japanese firm class the Yamaha Fazer 1000 as a sports motorcycle and they’re right – but it has the ability of a sports tourer and a city motorcycle, too – with more than a splash of musclebike / posing tool chucked in for nothing. One of the best premium, sporty all round motorcycles you can buy.The Yamaha FZ1/FZS1000 is derived from the R1 which means the latest technology with proven reliability. Injection is quite sudden on the 2006 machines – it’s something you get used to or solve with a Power Commander and some dyno time - although it's much improved on 2007-on machines. A little more low and midrange power would be nice but the sensation of the top-end rush, amplified by the high bars, is astronomic.
The Yamaha FZ1/FZS1000's quality suspension plus wide bars equals big fun. The Fazer’s hard to fault, flicking easily into corners and handing well as long as it’s on reasonable tyres. The lack of ground clearance means well ridden sports motorcycles will pull away but the Yamaha FZ1/FZS1000's still incredibly rapid. Excellent brakes and smooth over the bumps too.The Yamaha FZ1/FZS1000 in this respect is arguably worse than the previous model. A less comfy seat and smaller tank range don’t help the Yamaha FZ1’s distance credentials. None the less it’s still a comfy, well equipped motorcycle. Loads of Yamaha official extras are available including hard panniers, crash protector bungs, immobiliser upgrade, fairing lowers and belly pan.A weak point of the old Yamaha Fazer 1000 and, while things are a little better on the new one, it’s a still a bit of a let down on a motorcycle that can handle so much year-round riding to see brackets and bolts furring up so soon. Reliability wise problems with the Yamaha FZ1/FZS1000 are very rare – accident or theft damage is more likely.The Yamaha FZ1/FZS1000 sits in between budget big motorcycles like Suzuki’s Bandit 1200 and Honda’s CBF1000 and the ‘fancy’ street motorcycles like the Benelli TNT. In the same price bracket Kawasaki’s Z1000 offers a more manic ride but less practicality, ditto Aprilia’s Tuono but with poor dealer back up too. Keenly priced, especially when discounted.

Honda CBR600F

When the Honda CBR600F got fuel injection, it also had its personality split. From this point on, two Honda CBR600s would run concurrently: the Honda CBR600F and the Honda CBR600FS (now superseded by the Honda CBR600RR). One a sporty all-rounder, the other, a full-on sportsbike. The Honda CBR600F was, and remains, a brilliant motorcycle with real power and excitement but with the added practicalities to make it a contender for just about anyone’s garage.Some reckon the Honda CBR600F’s engine is very slightly lacking in midrange but, for the average rider, there’s a lot of very useable power. The fuel injection can make for juddery starts on cold mornings but, once up to temperature, it’s as smooth as a baby’s bum. To coin a massively-used but highly appropriate (in this instance) cliché: it’s bullet-proof.Fully adjustable suspension means customising the ride to your needs is a doddle. As it is, the Honda CBR600F handles beautifully. It lacks the razor sharp edginess of the Honda CBR600RR or other rivals but it’s still an absolute corker. Loads of power, plenty of torque but forgiving of the odd wrong gear or rider hiccup: it’s a ball to ride. The brakes are ok but may be a bit spongy on older models.Dual seat, grab rail, centre stand… It sounds like a roll call for a big, dull tourer but the Honda CBR600F has them all, running alongside its sportier credentials. The dash is clear and clean with a fuel gauge, clock and digital speedo. Mirrors are good and there’s enough room under the seat for some waterproofs. Extras available include luggage and heated grips.
Great finish and legendary reliability mean Honda CBR600F owners spend more time riding their motorcycles and less time covered in oil in their garages, trying to fix the bloody things. Even older models, well kept, look pretty spotless and the engines just keep on going.There’s no shortage of Honda CBR600Fs around, in all their guises, but they last and last well. They also hold their value fairly well, which is pretty unusual for a ubiquitous machine. The Honda CBR600F is a lot cheaper than rival 600s and, although it lacks their utterly balls-out performance, its everyday usability works in its favour for many buyers.

Yamaha BW’s 125

The BW’s 125 is an off-road inspired scoot that goes nicely and looks even nicer - rugged styling marks it out as a small scoot aimed at blokes. At £2,499 it’s not the cheapest 125 scooter on the market, but nice detailing and decent performance help to justify the price.The BW’s 125cc 4v 4-stroke single makes a claimed 8.9bhp. Like most 4-stroke 125cc scooters it tops out at around 65mph, which is just a bit too slow for the open road. But twist the chunky throttle grip and you’ll be rewarded with enough go to keep ahead of traffic around town. The ‘BW’ in this scooter’s name stands for Big Wheel - which makes sense when you see that it’s fitted with chunky-treaded off-road style tyres. Yamaha claim this helps it find grip over potholes and on cobbled streets. We think it mostly just looks cool - which is no bad thing – and in fairness the BW’s 125 does have very stable and reassuring handling. The brakes are adequate if lacking bite – for the price it would be nice to see a disc on the back rather than a drum.A storage bay big enough for a full-face lid and a decent grab rail add practicality, but the BW’s 125 is styled to be minimalist, so you don’t get any cubby-holes or power sockets and it’s physically quite small. At 5’9” I was very comfortable, but taller riders may struggle. The fuel tank is only 6 litres too.
The BW’s 125 is satisfyingly sturdy and rugged, with some funky styling touches, such as: big stacked headlights, shotgun tail-lights, an exposed tubular frame, red brake caliper, red stitching on the seat and motorcycle-style bars and clocks.The BW's 125's £2,499 price tag is about the going rate for a scooter from a big-name manufacturer like Yamaha. The Honda PS125i is £2,570, the Suzuki Sixteen is £2,549 and neither are as stylish as the BW. The BW’s 125 does come with a choice of either 3 years 0% finance or free TPFT insurance, but if you’re on a tight budget there are cheaper options out there. Find a scooter for sale.

Kawasaki KX450F

Kawasaki kept the motor about the same as last year. It still has the short DOHC cylinder head with a 12.5:1 compression ratio. Also retained from last year’s motor was the wedge-shaped crank that offsets 60 percent of the crankshaft’s reciprocating weight and produces an effective balance to keep vibrations down. The digital fuel injection (DFI) automatically adjusts to altitude and climate conditions via a small engine-control module, and a lightweight aluminum fuel pump is mounted in a different location in the fuel tank. Connecting the tuning software is now easier with a USB cable under the seat/gas-tank area.Kawasaki's 449cc Single does not disappoint in the power department.Like last year’s bike, Kawasaki suggests a leak-down test be done after ten hours of hard riding. All that horsepower needs to be maintained. We spoke with a rider at the press intro who campaigned a 2010 KX450F last season, and he relayed that even after 18 hours on the motor, the top end was still tight, and he only had to adjust the valves once. Good news for the Kawasaki four-stroke crowd.A 43mm throttle body holds an ultra-fine atomizing injector, set at a 45-degree angle for good midrange and top-end power, via a 12-hole system that sprays the fuel in at 60-micron particles, allowing for smooth and accurate power delivery throughout the rev range.Kawasaki also improved the transmission by incorporating a larger internal roller on the shift cam, and a stronger shift-return spring for more positive shifts, something our tester complained about on last year’s model.
Kawi also dialed in more flex in the aluminum chassis by incorporating steel versus aluminum mounting brackets for the motor. The piston crown has been redesigned to go with the larger high-volume muffler, along with a longer and hotter spark from the programmable ECU.Suspension has been modified to provide a supple ride over braking bumps, with damping settings matched to provide a smooth works-like ride for the aggressive rider. The 2011 KX has a D-shaped aluminum swingarm that features a cross section of narrow ribs and thin-wall construction. It pivots high in the frame to increase rear-wheel hook-up. Mounting the rocker-arm of the Uni-Trak rear suspension linkage below the swingarm pivot provides a longer rear suspension stroke and allows for easier shock tuning.
Keeping current on the latest technology, the fork received the slippery DLC (Diamond-Like Carbon) treatment to the outer surfaces of the inner fork tube. This minimizes stiction when the fork is exposed to side loads that would otherwise restrict the action. The suspension is very smooth due to a friction-reducing treatment Kawasaki calls “the Kashima Coat Treatment” on the inside of the forks tubes where all that damping and spring stuff is bouncing around. Also, the fork is a Kayaba Air-Oil-Separate unit that reduces frothing of the fork oil, which makes the fork handle rutted corners without pounding the rider’s forearms, a minor niggle on last year’s big KX. The rear shock wasn’t ignored and also gets the Kashima treatment with a larger 50mm piston, and more accessible high- and low-speed compression adjuster knobs. The shock also got a revised damping and spring rate to allow for a plush feel throughout the changes in track conditions.
The KX sports a narrow mid-section on top, with a firm urethane foam saddle with a non-slip surface to provide grip when standing. The KX gets wider at the bottom of the frame to provide the rider with better control. The 50mm-wide pegs offer superb grip and give the pilot a comfortable platform to work from.

Harley-Davidson Super Glide Dyna

Design work began on the replacement for the FXR chassis shortly after the first FXR bikes were offered.The Dyna chassis was introduced in 1991 with a limited-production FXDB Sturgis model. The engine mounting system was more vibration-resistant than that of the FXR.The Sturgis was followed in 1992 by the limited-edition FXDB Daytona which featured a bobtail fender unlike the normal rounded steel fender offered in 1992.Also introduced in 1992 was the FXDC Dyna Glide Custom. Apart from the paint scheme, the Dyna Glide Custom was virtually identical to the Daytona. Dyna Customs were all painted black and silver, and the early models featured a silver powder coat on the frame. Later production units featured a black frame.
In 1993 the faired and bagged FXRT Sport Glide was discontinued and the FXRS Low Rider was displaced by the FXDL Dyna Low Rider, although the FXRS-Conv Convertible and the FXRS-SP Low Rider Sport continued to be offered. The FXDWG Dyna Wide Glide was introduced in the same year. The Low Rider Sport was discontinued in 1994.Between the 1991 introduction of the Dyna chassis and the end of the 1994 model year, all Dyna models had a 32° rake. In 1995 the FXD Dyna Super Glide and the FXDS-Conv Dyna Glide Convertible were introduced. These Dynas had a 28° rake and replaced the FXR Super Glide and the FXRS-Conv Low Rider Convertible, which were the last FXR models in regular production.The FXD Super Glide, and the FXDL Low Rider have been in production ever since.The FXDX Super Glide Sport was introduced in 1999, featuring improved suspension components and triple disc brakes. The FXDX-T Super Glide T-Sport, with a fork mounted fairing and improved detachable saddlebags, replaced the FXDS-Conv Dyna Convertible in 2001, and was discontinued in 2004.
The FXDC returned to the line in 2005 as the Super Glide Custom.In 2006, a new Dyna chassis was introduced along with a new six-speed transmission.[citation needed] In the same year, the base FXDI Super Glide became a single-seat motorcycle, the FXDBI Street Bob, a minimal, single seat Dyna Glide motorcycle was added to the lineup, the limited edition FXDI35 35th Anniversary Super Glide was offered, and the FXDX Super Glide Sport was discontinued.
In 2007, the Twin Cam 88 engine was replaced by the 1584cc Twin Cam 96 engine across the Harley-Davidson Big Twin lineup, including the FXD series. The 35th Anniversary Super Glide from 2006 became the 2007 Super Glide Custom..The FXDF Fat Bob was introduced in 2008. In the same year, the FXDWG Wide Glide was offered as a limited edition 105th Anniversary model before being retired.

Harley-Davidson CVO Road Glide Ultra

Well-heeled riders such as these don’t choke when they are told the $35,999 MSRP of the 2011 CVO Road Glide Ultra. If you’re trying to eke out another 500 miles from your old KLR650’s tires, perhaps you’re not the customer the CVO group is targeting. According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.Like last year’s CVO lineup, all 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.If there’s a motorcycle cockpit more visually impressive than the Road Glide Ultra’s, we’ve never seen it.If you can’t convince a passenger to ride with you on a seat like this, you may have deep personality issues.This year marks the first time there has been an Ultra version of the Road Glide, and Harley describes it as “a super-premium touring motorcycle.” As such, the RGU is gussied up with every luxury-touring amenity Harley can think of. And, like all CVO’s, it makes for an impressive sight, with rich custom paint, deep and lustrous chrome, and wonderful finish quality.It’s a fact that if you’ve got stacks of cash, you’re more likely to have a grateful companion along for the ride. CVO engineers obviously have learned that if momma ain’t happy, nobody’s happy, because the RGU’s pillion seat is a sumptuous place to plant a pair of cheeks. Both rider and passenger get electric heating, leather inserts and matching adjustable backrests. The reshaped saddle also has another trick up its sleeve, having a hammock-style suspension for the rider and a spring-board suspension for the pillion under its thick padding. Passengers will also appreciate the air-adjustable lumbar support that can be positioned in four areas of height.
Behind all that queenly luxury is a Deluxe Tour Pak top-box with interior lighting, an internal 12-volt power port, and color-matched LED brake/tail lamps. Its lock (and those for the saddlebags and ignition) is remotely operable – all at the push of a button on the bike’s key fob. Carry-out luggage liners ease the walk up a B&B’s steps, and an Air Wing luggage rack provides a place to strap on a trinket from the antique store.Along with the typical RG cockpit features, the CVO version adds cruise control, four BOOM! speakers driven by a Harmon/Kardon 40-watt-per-channel amp, and an 8GB iPod nano that automatically charges itself when stored in its saddlebag pouch. The audio system (including XM radio and intercom) offers an iPod interface via the audio system’s screen and is controlled by handlebar switches. The Glide’s chrome 1-inch handlebar is slightly reshaped for extra comfort, and most wiring is routed internally. A tri-phase charging system generates 650 watts, enough to power all the trick convenience gizmos.According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.All 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.

Pulsar 150

The Bajaj Pulsar 220 DTS-Fi from Pulsar family of motorcycles from Bajaj Auto was produced between 2007 and 2009 when it was replaced by the Pulsar 220 DTS-i. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.
Bajaj displayed the 220 DTS-Fi at the Delhi Auto Expo 2006. The Indian nationwide launch happened in July 2007.
A new Pulsar model, the 220 DTS-i which has a constant-velocity carburetor instead of fuel injection, is the successor to the fuel injected 220 DTS-Fi.[2] DTS-Fi production and distribution was halted in 2009.The Bajaj has claimed its Pulsar 220 as the Fastest Indian. By turning back to carburetor Engine from Fuel injection, the new 220 has improved on power from 20BHP to 21BHP. The Engine is tuned to give an improvement in the top speed, which is now 144KMPH.The new 220 DTSi is way cheaper than 220 DTS-Fi

Y2K Turbine Superbike

MTT Turbine Superbike,often styled SUPERBIKE, also known as Y2K Turbine SUPERBIKE, is the world's second wheel-driven motorcycle powered by a turbine engine, created by Ted McIntyre of Marine Turbine Technologies Inc.
Reports of the MTT Turbine SUPERBIKE appeared as early as 1999 in a May issue of Cafe Racer magazine, but the production model was introduced in 2000.Powered by a Rolls-Royce-Allison Model 250 turboshaft engine, producing 238 kW (320 hp), the motorcycle has a recorded top speed of 227 mph (370 km/h), with a price tag of US$150,000 (US$185,000 in 2004).[citation needed] It is recognized by Guinness World Records as the "Most powerful production motorcycle" and the "Most expensive production motorcycle." Unlike some earlier jet-powered motorcycles, where a massive jet engine provided thrust to push the motorcycle, the turboshaft engine on this model drives the rear wheel via a two-speed gearbox. Riding the motorcycle is said to be somewhat tricky due to the inherent throttle lag in the engine, acceleration when letting off the throttle, and extreme length.
The engines used in the motorcycles are second-hand, having reached the FAA running time limit, after which they have to be rebuilt, regardless of condition. MTT can buy these engines for a much lower price than new engines and use them on surface vehicles without requiring FAA approval. To get around the problem of procuring the kerosene usually used in turbine engines, the engine of the bike is also able to use Diesel fuel, or even Jet A fuel.In addition to the engine, there are other innovations incorporated into this bike, such as radar detector with laser scrambler, rear-mounted camera with LCD display, and an optional passenger seat.Unlike other contemporary motorcycles (such as the Hayabusa), the 2001 and later models of the MTT Turbine SUPERBIKE do not have the 300 km/h speed limiting governors self-imposed by Japanese manufacturers.
In 2008, MTT released the "Streetfighter," another jet-bike with a more powerful 420-horsepower (310 kW) engine.
After developing the first turbine-powered outboard sanctioned by the US military and the RetroROCKET™, MTT produced not only the first turbine-powered street legal motorcycle, but also the most powerful production bike in the world: the MTT Turbine SUPERBIKE™.Powered by a Rolls Royce-Allison gas turbine engine, the Turbine SUPERBIKE™ has demonstrated over 320-hp and 425-ft/lbs of torque on the Dyne Jet 200 and has been clocked at a record breaking 227-mph.MTT's latest model, the MTT Turbine STREETFIGHTER™, has all the standard features of the Turbine SUPERBIKE™ yet with a larger swingarm, Pirelli® Diablo 240 rear tire, increased fuel capacity, and enhanced cooling system. The Turbine STREETFIGHTER™ comes equipped with a 320-hp Rolls Royce-Allison turbine with the option to upgrade to a 420-hp turbine with approximately 500-ft/lbs of torque.

Kawasaki Ninja 650R

he faired Kawasaki Ninja 650R, also known as the ER-6f, and its un-faired sister model ER-6n were introduced in 2006. They are middleweight, parallel twin engined motorcycles, designed for normal use on paved roads. They have modern styling and features, with low-seating ergonomics, a low center of gravity, and respectable, manageable power output. The design was intended to appeal to a wide-ranging audience from newcomers to seasoned riders.
The 650R/faired ER-6, known as the ER-6f overseas, was introduced to the market in 2006 by Kawasaki Motorcycles. The unfaired ER-6n was not sold in North America until the 2009 model year. The motorcycle fits above the Ninja 250R & Ninja 500R models which already existed in Kawasaki's sportbike lineup, which includes the famous Ninja ZX models. For 2009, Kawasaki released an updated Ninja 650R which includes new bodywork, mirrors, gauges, lighting, and a new tune on the same 649 cc engine. The curb weight is reported as 440.9 lb (200.0 kg) instead of the previous dry weight of 393 lb (178 kg).
In Europe the Ninja 650R is sold as the ER-6f ("f" denoting faired) version of the ER-6, the "naked" roadster version is sold as the ER-6n. In 2009, Kawasaki introduced the ER-6n in the USA. The ER-6f differs slightly from the Ninja 650R as it features the passenger handlebars as standard (as does the ER-6n). In addition, the option of ABS brakes were made available for both the ER-6n and ER-6f. There is also a derivative of the ER-6 called the Versys which utilizes many of the same component parts as the Ninja 650R. In many European countries the 6n naked version has proven considerably more popular than the ER-6f; however in other countries, such as Australia, the faired Ninja 650R has proven to be more popular than the un-faired ER-6n, becoming the most popular 'sports-tourer' in the Kawasaki lineup.

Yamaha FZ 16

The new F16 is the best looking bike on the road; with its striking design and sturdy structure you can say it is a masterpiece. The 153 cc segment FZ 16 has changed the scenario of the bike industry in India within a very short period. With the bagging of the prestigious award from the UTVi/Auto car, Business Standard Motoring and Viewers Choice award and the Zigwheels award for being the best Bike of the Year for 2009 the Yamaha FZ16 has gained popularity in the masses for its great performance.
This stylish Yamaha FZ16 is a muscular bike that has street tough-civilized delivery and perfect riding position for the rider to give him the comforts at lower speeds. You will find everything about the FZ16 to be wide and big. The tank, the tyres and the forks are big and wide. The bike has a 153cc power which is air cooled, SOHC engine that builds maximum power of 14 Bhp @ 7500 RPM and a torque of 13.6Nm @ 6000 rpm. It is a 4 stroke bike. Ideal enough for city rides. The FZ16 covers the standard 0-06 kmph run in just 5.5 seconds. You will find the meters to be a full liquid crystal display. The optimum position is given to the fuel gauge, speedometer, indicators, trip meter and the tachometer so that it gives a clear view to the rider.
The steel tank is a plastic resin cover on the outside give advantage to shape the tank cover so as to provide modulations similar to the body of an athlete. The external diameter is 35 mm and gives a volume to the bike and a two-layer type exhaust helps to minimize the heat effect on the pipe. The muffler is quite odd shaped tapered in the center. The rear suspension offers 120 mm of wheel work. The performance is enhanced by the optimized oil and damping valve specs. The Yamaha FZ16 gives the passenger a comfortable ride as well.
The strength of the Yamaha FZ16 is derived from all the factors like the prominent petrol tank, the yellow-gold plated rear shock absorber, the silencer and the wide tyres. You will find the torque is high and the acceleration is tuned with mid range than a right-away top speed. The price of the Yamaha FZ16 is around 67000.00 and available in three colors which are Lava red, Flaming Orange and midnight black.

Triumph Street Triple R

It may sound hard to believe, but the Street Triples are actually 2009 spec bikes. Furthermore, the simple 2010 model year doesn’t even get a whole new color range, so the real question here is: in which chapter did the 2009 model years lack and, implicit, what did Triumph needed to improve on the 2010 models? The answer is that virtually nothing as the bikes are being powered by Daytona’s 675cc, liquid-cooled, DOHC, inline three-cylinder engine from which British engineers ensure, with a multipoint sequential electronic fuel injection, they get 105bhp at 11,700 rpm and 50ft.lbf at 9,200 rpm out of.A proven performer on the chassis it first rolled off the production line with, the engine is being mounted on the same agile and confidence-inspiring unit. So if it is to look at the big picture here, the Street Triple gets the best from the Daytona (engine, tranny, chassis) and the best from the Speed Triple (that incomparable British naked look).With the introduction of the Triumph Street Triple R, the brits have shown they’ve truly got the hang of the middleweight streetfighter class and they did it in their own unique style. This involves a 675cc liquid-cooled, DOHC, inline three-cylinder engine borrowed from the Daytona and fitted on an extremely versatile chassis as well as loads of style, all saying the “I’m different!” words.
While technically, the Triumph Street Triple R carries over unchanged, visually we would have to admit that it now looks like an even better polished jewel thanks to the black paint with gold wheels and decals 2010 paint scheme, while matte orange and matte grey are also available.Weighing in at 416 lbs/189 kg wet and disposing of the same engine performance, the Street Triple R got the suspension setup of its supersport sibling ever since last year and this is now a characteristic of the simple Street Triple as well.Offering a comfortable riding position, sporty and yet user-friendly engine and entirely different looks, we won’t dare considering this a stripped-down Triumph Daytona 675, but a stylish naked backed up by serious engine performance. Try not to love it and send us a message if you succeed.As mentioned before, the Street Triple is Triumph’s ingenious way of diversifying their urban sports lineup basing on already selling and consecrated models, the Daytona 675 and the Speed Triple 1050. After much spying/rendering from motorcycle journalists and the unveiling of a first official picture, the bike was officially presented at the Triumph Tridays in Neukirchen, Austria.The engine featured softer internal parts such as the pistons and cams for a broader powerband than Daytona’s and the best of it was the fact that it didn’t look, sound and feel like a middleweight motor, powering the Street Triple on top of riders preferences. Some dealers even reported six months waiting lists for the amazing new model.The 2009 Triumph Street Triple R came in as an extension of that very same model and will surely carry on being produced in parallel until Triumph finds another ingenious way to create a brand new model.

Buell Firebolt® XB12R

The synthesis of brute power and track-tuned agility, the Firebolt XB12R puts 103 horsepower and 84 f t. lbs. of torque in its rider’s hand. The Buell InterActive Exhaust system utilizes a valve in the dual- chamber muf fler that is controlled by the ECM and adjusts exhaust flow according to riding conditions to smooth torque delivery and optimize engine power. It is available in Midnight Black, Racing Red or Thrust Blue with stunning Translucent Amber wheels and Graphite Gray frame.


Buell Firebolt XB12R features:

* Buell Thunderstorm 1203 fuel-injected air/oil/fan-cooled V-Twin engine
* 103 peak hp, 84 ft. lbs. peak torque
* Buell InterActive Exhaust
* New transmission design
* New Goodyear Hibrex drive belt with Flexten Plus technology
* New lighter, stiffer swingarm design
* New air intake location
* Fuel-in-frame, oil-in-swingarm
* 43mm fully adjustable Showa upside-down fork
* Fully adjustable Showa rear shock absorber
* Buell ZTL front brake system
* Translucent Amber wheels
* Dropped handlebars
* Fairing with projector-beam headlights and Amber windscreen

Kawasaki Ninja ZX-14

The ZZR1400 (Kawasaki Ninja ZX-14 in North America) is a hyper sport motorcycle manufactured by Kawasaki and is currently their most powerful sport bike.It was introduced at the Tokyo 2005 showand released for the 2006 model year as a replacement for the ZX-12R. Its direct competitor in the hyper sport segment is the Suzuki Hayabusa.
The ZZR1400 is capable of accelerating from 0–60 mph in 2.5 seconds.The top speed is electronically limited to 186 mph (299 km/h). This limit has been in effect on both Kawasaki and Suzuki sport motorcycles since 2001 when both companies realized that the speed war between them would only serve to bring about government regulation.
Motorcycle USA road tested the bike in its October 10, 2006, issue and posted the following stock results:

* 60 ft.: 1.713 sec.
* 330 ft.: 4.349 sec.
* 1/8 mile: 6.447 sec., achieving 117.39 mph
* 1/4 mile: 9.783 sec., achieving 147.04 mph

The manufacturer’s SRP for the 2008 Kawasaki Ninja ZX-14 in the U. S. market is $11,699–11,999.
ColorsThe motorcycle was featured in season 10 of Fifth Gear on October 30, 2006.

Suzuki GSX-R 1000

The GSX-R1000 is a sport bikefrom Suzuki's GSX-R series of motorcycles.It was introduced in 2001 to replace the GSX-R1100 and is powered by a liquid-cooled 999 cc (61.0 cu in) inline four-cylinder 4-stroke engine.For 2001, Suzuki introduced a new GSX-R model that replaced the largest and most powerful model of the GSX-R series sport bike, the GSX-R1100, with the all new GSX-R1000. As the model name revealed, the engine's cylinder displacement was roughly 1,000 cc (61 cu in), about 100cc smaller than its predecessor's. The GSX-R1000 was not just an enlarged version of the GSX-R750, although it shared many features with its little brother. The main frame is the same in both models, but the material used on the big brother was .5 mm (0.020 in) thicker. Suzuki claimed the torsional rigidity of the frame had increased 10% in comparison with the GSX-R750.
The GSX-R1000 engine was a redesigned GSX-R750 engine. The R1000 had a 1 mm (0.039 in) bigger bore and 13 mm (0.51 in) longer stroke, newly designed pistons with lower crown, and gear-driven counter balancer. The engine weighed 130 lb (59 kg) which was slightly heavier than the 750 engine but 31 lb (14 kg) lighter than the engine of the GSX1300R. The performance of the engine is a peak of 160 bhp (120 kW) at 9,500 rpm,as measured on the crank and 143 hp (107 kW),when measured on the rear wheel with small variations between different instances of the same model. The redline is set at 12,000 rpm. The maximum torque of the engine is 80 ft·lbf (110 N·m) at 8,000 rpm. Combined with a total (dry) weight of 374 lb (170 kg) this gives the GSX-R1000 a top speed of 179 mph (288 km/h), a 1/4 mile time of 10.1 seconds at 141.7 mph (228.0 km/h), and a 0 to 100 km/h (62 mph) time of 3 seconds.Using titanium for the exhaust pipe and the inside of the silencer, enabled the 1000s exhaust system to become 4 pounds lighter than that of the 750.Titanium was also used in the front fork to coat the stanchions. An exhaust tuning valve had been mounted inside the exhaust pipe. Using a servo the system dynamically adjusted the exhaust back pressure, according to engine speed, throttle position, and gear selection for increased torque, lower emissions, and decreased noise—the (stock) exhaust noise of the GSX-R1000 is notably lower than that of the GSX-R600.With the 2001 model of the GSX-R1000, the 1998 Yamaha YZF-R1 was finally surpassed with the GSX-R being lighter and more powerful.
The 2001 model carried over to 2002 with minimal changes. 2002 introduced i.a. modifications to the fuel pump and luggage hooks. The manual fast-idle was replaced with a computer operated implementation (the "STV servo"). The color options were changed to replace the pearl black and metallic silver with a candy blue and pearl black scheme.
After the GSX-R1000 had been three years on the roads and race tracks, Suzuki put out a new version of the model in late September 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque and handled better.The physical dimensions of the bike were almost identical with the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs. The frame as well as the wheels were now coated black.The front brakes were also new. Suzuki decided to drop the three-piston calipers. The new radially-mounted four-piston calipers weigh 30 grams less and grip smaller 300 mm (12 in) discs that save another 300 g (0.66 lb). Though smaller, Suzuki claimed that the new brakes provide better stopping and turn-in performance.The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 mm (0.79 in) nearer the bike's center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.
The cylinder displacement of the engine remained the same 988 cc (60.3 cu in), but more power/torque and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system from a 16-bit to a 32-bit ECU. The entire exhaust system was now made of titanium to save an additional 1.32 lb (0.60 kg) and the tail light was replaced with LEDs.The 2003 model carried over to 2004 without any significant improvements.The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 lb (2.0 kg) lower mass than the previous model and the engine had an 11 cc (0.67 cu in) larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 in (41 mm) but reducing its wheelbase only 0.02 in (0.51 mm). There were new brakes with radial mounted calipers and 310 mm (12 in) discs at the front. The new catalytic titanium silencer was said to be designed to reduce turbulence to minimum.The 2005 model has a tested wet weight of 444 lb (201 kg). Power output is tested 162.1 hp (120.9 kW) at 11,500 rpm and peak torque is 79.9 ft·lbf (108.3 N·m) at 8,500 rpm.The 2005 model carried over to 2006 without any significant improvements.
On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 lb (6.4 kg) over the 2006 model which was due to its new exhaust system and new emissions regulations. To counter this weight increase, Suzuki claimed improved aerodynamics along with a faster revving engine and larger throttle body to increase power to 168 hp (125 kW) @ 11,500 rpm. Although not a completely new model, the engine and chassis have been updated. It also featured three different engine mapping configurations, selectable via two buttons located on the right handlebar. One up, and one down arrow to cycle between Mode A (Unrestricted), Mode B (Reduced power until 50% throttle is applied), and Mode C (Reduced power throughout the rpm regardless of throttle application). It also received a Hydraulic clutch. Pricing was quoted at US$11,399.
The 2007 model carried over to 2008 without any significant improvements. MSRP increased to US$11,499.

Suzuki Hayabusa (or GSX1300R)

The Suzuki Hayabusa (or GSX1300R) is a sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188–194 miles per hour (303–312 km/h).Hayabusa is Japanese for Peregrine Falcon, a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 240 miles per hour (290 to 390 km/h), the fastest of any bird. In particular, the choice of name was made due to the fact that the peregrine falcon preys on blackbirds,which reflected the intent of the original Hayabusa to unseat the Honda CBR1100XX Super Blackbird as the world's fastest production motorcycle.Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).
In 2000, fears of a European regulatory backlash or import band led to an informal agreement between the Japanese and European manufacturers to govern the top speed of their motorcycles at an arbitrary limit.The media-reported value for the speed agreement in miles per hour was consistently 186 mph, while in kilometers per hour it varied from 299 to 303 km/h, which is typical given unit conversion rounding errors. This figure may also be affected by a number of external factors,as can the power and torque values.The conditions under which this limitation was adopted led to the 1999–2000Hayabusa's title to remain, at least technically, unassailable, since no subsequent model could go faster without being tampered with.Thus, after the much anticipatedKawasaki Ninja ZX-12R of 2000 fell 4 mph (6 km/h) short of claiming the title, the Hayabusa secured its place as the fastest standard production bike of the 20th century.This gives the unrestricted 1999–2000models even more cachet with collectors.
Besides its speed, the Hayabusa has been lauded by many reviewers for its all-around performance, in that it does not drastically compromise other qualities like handling, comfort, reliability, noise, fuel economy or price in pursuit of a single function.Jay Koblenz of Motorcycle Consumer News commented, "If you think the ability of a motorcycle to approach 190 mph or reach the quarter-mile in under 10 seconds is at best frivolous and at worst offensive, this still remains a motorcycle worthy of just consideration. The Hayabusa is Speed in all its glory. But Speed is not all the Hayabusa is."

Honda Rebel Base

The 2008 Honda Rebel Base is a Cruiser Style Motorcycle equipped with an 234cc, Air Cooled, Parallel Twin, SOHC, 4-Stroke Engine and a 5-Speed Manual Transmission. It has a Telescopic Fork Front Suspension while the Rear Suspension consists of a Twin Sided Swing Arm. The Rebel Base has Front Disc Brakes and Rear Drum Brakes. The Rebel Base weighs 306.4 lbs. and has a ground clearance of -50014- inches. The Rebel Base was introduced in 1985 and is Carryover for 2008. It includes a 12 month Limited warranty.The Honda Rebel Base is a Cruiser style motorcycle with an MSRP of $3199 and is a Carryover for 2008. Power is provided by a 4-Stroke, 234cc, Air cooled, SOHC, Parallel Twin engine with Electric starter. The engine is paired with a 5-Speed Manual transmission and total fuel capacity is 2.6 gallons. The Rebel Base rides on Steel wheels with a 3.00-18 front tire and a 130/90 R15 rear tire. The front suspension is a Telescopic Fork while the rear suspension is a Twin Sided Swing Arm. Front Disc brakes and rear Drum brakes provide for the stopping power. The Rebel Base comes standard with Two-Piece, 2-passenger seating. It’s not surprising that Honda’s Rebel is one of the most frequently researched bikes on this site. With gas prices likely to rise again when the giant economies of China and India start pulling back into their power band, and with traffic choking most of the country’s metro areas, the idea of commuting on an affordable little motorcycle is occurring to more and more people.
With these small 250s achieving well over 60 mpg, there are serious fuel savings involved, even though the purchase price of the Rebel ($3,999) will buy you 1,142 gallons of gas at $3.50 per, and take you over 68,000 miles at 60 mpg. Obviously, if it’s just the price of gas that motivates you, this is not the answer. But if affordable and fun transportation is what you’re looking for, then keep reading.As a 6-foot-5-inch tall man weighing 218 pounds, I am not the greatest match for this bike. It is compact, light, and has a small, soft seat. Still, even I could a find a reasonably comfortable spot for rides of moderate length, and I found the 331-pound ready-to-ride weight to be a real advantage during slow maneuvers and when manhandling the bike.The Rebel is a cinch to ride. The 243cc twin starts willingly and soon warms to a point where throttle response is quick and eager. The clutch is a light pull, and its engagement is gradual and easily sensed. There are only five speeds in the gearbox, but their selection is light and positive.
Launching hard and revving the little bike out will usually get you ahead of the traffic as long as that guy in his BMW M3 doesn’t think your behavior is a challenge to his masculinity. And you can normally cruise along with traffic flow without much effort.I even took the bike up onto the 405 freeway in the South Bay in LA, where demented drivers with homicidal tendencies move along at over 80 mph every chance they get. To my surprise, the rebel would run an indicated 80, and even pull to its last numerals on the speedo_85 mph_when held wide open. This with a big, heavy rider aboard.
The 243cc sohc four-valve twin is a well-proven engine. It’s been around since 1985, and there wasn_t much wrong with it then. So protracted periods of wide-open use probably won’t do it any harm at all, but riding relentlessly at full throttle and elevated engine speeds seems a bit like cruel and unusual treatment. I found it easier to back off the throttle a bit to relieve the engine of this ruthless flogging, slow to an indicated 75 mph, and then cruise with less mental and mechanical stress.
That’s what cruiser-style motorcycles are supposed to be about, anyway. And that’s another nice thing about the Rebel. While few hardcase cruiser riders are likely to take the Rebel_s chopperesque styling seriously, it’s a great option for beginner riders who prefer the Harley look particularly since there’s hardly any tradeoff in the ground-clearance department.With comparatively small and skinny tires fitted (a 3.00/18 up front and a 130/90-15 on the back), the Rebel would not seem particularly suited to fast cornering. But it does surprisingly well. Its handling is light and predictable, and the bike leans about as far as I’d care to lean a bike on modest tires with this sort of riding position.While the rear shocks feature five-position spring-preload collars, the fork is not adjustable. Both ends are quite soft, and allow fairly pronounced pitching motions on the brakes, but it’s not enough to spoil the ride. The brakes comprise a single front disc, which is just about adequate to the task, and a rear drum, from which not much is asked anyway.That just about sums up the Rebel’s role in life; it’s an inexpensive machine suited to relatively light duty use. Nonetheless, one should not underestimate the mechanical durability or assembly quality of the Rebel. It’s a Honda, and that means it will likely run way longer than you’d expect, given the requisite amount of maintenance.The Rebel’s natural place in the market is as a starter bike, but I’d make the argument that it works as well or better than a comparable scooter. For those of us who’d prefer to swing a leg over a bike and shift our own gears, it’s the natural choice. That it’s light and maneuverable is just the icing on the cake.