Saturday, February 12, 2011
Harley Davidson Touring Road King
The history of Harley-Davidson
The history of Harley-Davidson motorcycles began in Milwaukee in 1903. Bill Harley and Arthur Walter Davidson developed a one cylinder motorcycle in the turn of the century and the engine was developed with the introduction of the combustion engine of a cylinder gasoline used in 1903, designed for racing.
In 1908 already has a small company which built the motorcycle and another member of the Davidson family, William, joined the group. Then began to have employed about 20 people.
In 1909 Bill Harley made the first draft of the 1000 CC V-Twin, a modest seven horsepower making it the brand image of Harleys and more recognized.
In 1910 came the legendary "Bar and Shield" logo that was placed on the bike. This would become the symbol of Harley-Davidson. The numerous first places won in races, endurance contests and finally give recognition to the brand Harley-Davidson.
In 1911 the engine was introduced "F-head" engine until 1929 when the "Flathead" was placed.
In 1912 the growth of Harley-Davidson and Company had to build a new factory. It became an exporter in the same year with its first sale in Japan in the United States there were more than 200 dealers.
In 1914 dominated the racing motorcycles.
In 1915 appeared the three engine speeds.
In 1917 a third of all Harley-Davidsons were sent to the U.S. Military to fulfill their patriotic call and help in the war effort. The following year about half were sold to the U.S. Military. At the end of about 20,000 motorcycles were used in the war which were Harley-Davidson.
In 1918 already has one of the largest factories for the production of motorcycles in the world with approximately 2,000 dealers. The V-twin was Harley's time as trying to dethrone the Indiana. At this time the car was T-Ford and thus the Harley-Davidson began to dedicate to the manufacture of parts, lateral and even automobiles, aircraft engines and also to improve their own products.
In 1920 some changes occurred in the bike, which today are more recognizable. One such change was the identifiable teardrop shape, gas tank.
In 1926, a single cylinder engine was available again after being discontinued in 1918.
In 1928, the first twin-cam, engine and front wheel brakes were available on Harley-Davidson. With this modification, the motorcycle could reach speeds exceeding 85 mph.
In 1930 and subsequent years saw record losses of more awards and the Harley-Davidson.
In 1932, the three-wheel Servi-Car was introduced, becoming the police vehicle, business and family. The appearance also changes as the "eagle" placed on all Harley-Davidson in tanks of gasoline, as well as changes to the engine. Appeared then to CC in 1340, becoming the trademark of Harley Davidson motorcycle.
In 1936 became the year in which the Knucklehead of the motorcycle was launched.
In 1940, once again, the Harley-Davidson answered the call and sent its fleet of motorcycles for the war.
In 1941 the production was suspended for marketing calendar and open again in November 1945.
In 1957 the Sportster was born, becoming an immediate success.
In 1969, it was time for a merger with U.S. company Foudry Machine Company (AMF).
In 1970 there was a revolution of the Harley-Davidson.
In 1971, the cruiser was born.
In 1973 came a new plant.
In 1975 was the first of four consecutive years that the Harley-Davidson won the AMA Grand National Championships in dirt track.
In 1977, the FXS Low Rider and the FLHS Electra Glide Sport were introduced to the public.
In 1980 another change in partnership developed the engine and transmission.
In 1980, the FLT model was born with 5-speed transmission hard bolted to the engine.
In 1981 members of the Harley-Davidson purchased the Harley-Davidson Motor Company from AMF.
In 1983, the Hog group was founded and became the largest factory-sponsored motorcycle in the world. By the year 2000, the club had more than 500,000 members.
In 1984, the 1,340 cc V-twin engine was introduced, it took seven years to make.
In 1984, the company managed to create a modern motorcycle, which was still a Harley Davidson.
In 1987, the Harley-Davidson Company obtained a place in the New York Stock Exchange for those interested in having a financial stake in the company.
In 1988, Harley-Davidson celebrated its 85th anniversary in Milwaukee, an event that brought about 60,000 fans of Harley-Davidson. At the end of this revolutionary decade for Harley-Davidson, the FXSTS Softail Springer model was introduced. In the early 1990's the Fat Boy design was introduced and quickly succeeded. The name Fatboy was derived by combining the names of the two atomic bombs "Fat man" and "Little Boy" which were launched on Hiroshima and Nagasaki.
In 1991, the Dyna line of Harley-Davidson's was introduced with the FXDB Dyna Glide Sturgis.
In 1994 saw the jump of Harley-Davidson for Superbike racing with the VR1000.
At this point in America, the Harley Davidson have 62% of the market of motorcycles with 850 CC or more! Due to the many fans around the world can say that is the brand of bikes with more success in the market for motorcycles.
Monday, February 7, 2011
Twisted Trikes
The rear end is all business from a Honda 954 CBR RR. The engine is a liquid cooled 4 cylinder that features: fuel injection, rave valve and 154 hp @ 11250 RPM. The aluminum swing arm, rear wheel, and brake are all from the Honda.
The frame is custom made DOM and Chromemoly. Everything is tig welded and meets SCCA specs. The body parts are made from carbon fiber and Kevlar. The aluminum radiator is located in the left side pod. The aluminum fuel tank is located under the seat.
The 3 wheel car drives like a race car. It has massive power over steer when you want it, or very tame and neutral for casual driving. Let me just say it is very hard to dive this car casual. The car accelerates just like a sport bike, it is lighting fast. The steering is very precise and there are plenty of, and very much needed, brakes to bring it to a halt. It is so much fun to drive we find ourselves demonstrating the car to just about anybody who asks to see it start up.
The car took 6 months of spare time to build, and needed very little testing and adjustments to make it user friendly. One thing we overlooked until a week before the test day was the motorcycle rear tire. The reverse trike needed a car rear tire. To our surprise it was a bit of a challenge to find one that fits the motorcycle rear rim. We did locate one, but it didn’t make it in time for the initial test. The motorcycle rear tire only works for casual driving and as I stated before it is hard to drive this insane driving machine casual. The car rear tire makes a huge difference in handling and acceleration, although it is still very easy to burn the back tire if you want to. With the motorcycle tire you had to slip the clutch with almost no accelerator, or it would just instantly spin.
Reaction to our trike is overwhelming. We have taken it to bike nights and car shows. It is always a crowd favorite. Imagine the speed of a sport bike and the handling of a race car; it’s the best of both worlds.
Kawasaki Athlete Chrome Modification
This is two added abnormally Kawasaki Athlete modification in new brain-teaser appearance . This acrylic are so rarely to add in this apple because it is agleam aqueous chrome attending . Many bodies attending on your bike if you use this acrylic . For accord added antagonism look, I use titanium exhaust from Yoshimura, because it is actual bargain in Indonesia, aloof $40 in Antagonism Shop . for arch lamp I use attenuated appearance rom fiberglass and dejected bulp . Attending added innocent face if you use that .
Front annoy I use Deli Tires 110/16 and 130/16 for rear annoy . Front fender, I use Antagonism appearance and custom from fibreglass afresh .
Chrome motorcycle accessories at Sturgis
The Sturgis motorcycle rally is underway! We were ready and selling on Friday, and as I headed home on Saturday evening the motorcycles and trailers were all I could see going the other way! (I'll head back on Thursday to help wind it down, pack it up and bring it home.)
In our booth at Monkey Rock (formerly Thunder Road), you can touch and feel all of our products including:
* Roadrunner motorcycle drink holder with the new "Ultra-Snap" insert for water bottles, cans, etc.
* Motorcycle GPS mounts for Garmin, Tom Tom and Magellan
* The waterproof "aqua box" for keeping your GPS, satellite radio, iPod or phone protected from the rain
* motorcycle iPod mounts for iPod classic, iPod nano, Apple Touch and even the Apple iPhone (check out our HOT PINK display Nano!)
* Desert Dawgs motorcycle rain guards to keep the rain and cold drafts off your legs and feet
We'll be there through this Saturday, so if you can, stop by and visit!
In our booth at Monkey Rock (formerly Thunder Road), you can touch and feel all of our products including:
* Roadrunner motorcycle drink holder with the new "Ultra-Snap" insert for water bottles, cans, etc.
* Motorcycle GPS mounts for Garmin, Tom Tom and Magellan
* The waterproof "aqua box" for keeping your GPS, satellite radio, iPod or phone protected from the rain
* motorcycle iPod mounts for iPod classic, iPod nano, Apple Touch and even the Apple iPhone (check out our HOT PINK display Nano!)
* Desert Dawgs motorcycle rain guards to keep the rain and cold drafts off your legs and feet
We'll be there through this Saturday, so if you can, stop by and visit!
Ktm motorcycles
Ktm 85 Xc
Ktm Duke
Ktm 450 CC
Ktm 525 Sx
KTM 250 SX-F
Nice Ktm motorcycle
KTM 125 SX 2008
KTM 105 XC 2008
Ktm e/xc 125, 250 and 300
Kawasaki KLX 150S
Kawasaki KLX 150S PictureKawasaki KLX 150S Technical Specification:
Engine type: 4-Step, SOHC, 2 valves
System: air
Number of cylinder & Content: 1 fruit & 144cc
Step x Diameter: 58.0 x 54.4 mm
Comparison of Compression: 9,5:1
Maximum power: 8.60 kW / 8000 rpm
Maximum Torsion: 12 Nm / 6500 rpm
Carburettor: Keihin NCV24
Starter System: Kick Starter & Electric Starter
Transmission type: 5 speed return
Comparison Roda Gigi: To-1: 2.917 (35/12)
To-2: 2.000 (32/16)
To-3: 1.474 (28/19)
4th: 1.182 (26/22)
To-5: 1.000 (24/24)
Gigi final comparison: 3.143 (44/14)
Number of Ratio Roda Gigi: 9.051 in Top Gear
Ignition system: DC-CDI
Idle Speed: 1400 (± 50) rpm
Type of frame: Perimeter, Box Section, Stainless Steel High
Rear Suspension : UNION TRAK ® linkage system and single shock with 5-way preload adjustability / 7.1 in.
Length x Width x Height: 1975 X 760 X 1080 mm
Wheel bearing distance: 1,285 mm
Lowest distance to the ground: 250 mm
Suspension Front: 33mm telescopic fork / 7.1 in.
Front brake: Hidrolic, Single-Disc
Rear brake: Hidrolic, single-Disc
Front Wheel: 70/100-19
Rear Wheel: 90/100-16
Julur Front: 310 mm
Julur Rear: 380 mm
Type / Length helm: Handle Bar / 760mm
Turn the corner: 43 ° to 43 ° left and right
Maximum weight: 228 kg
Weight empty: 108 kg
Engine type: 4-Step, SOHC, 2 valves
System: air
Number of cylinder & Content: 1 fruit & 144cc
Step x Diameter: 58.0 x 54.4 mm
Comparison of Compression: 9,5:1
Maximum power: 8.60 kW / 8000 rpm
Maximum Torsion: 12 Nm / 6500 rpm
Carburettor: Keihin NCV24
Starter System: Kick Starter & Electric Starter
Transmission type: 5 speed return
Comparison Roda Gigi: To-1: 2.917 (35/12)
To-2: 2.000 (32/16)
To-3: 1.474 (28/19)
4th: 1.182 (26/22)
To-5: 1.000 (24/24)
Gigi final comparison: 3.143 (44/14)
Number of Ratio Roda Gigi: 9.051 in Top Gear
Ignition system: DC-CDI
Idle Speed: 1400 (± 50) rpm
Type of frame: Perimeter, Box Section, Stainless Steel High
Rear Suspension : UNION TRAK ® linkage system and single shock with 5-way preload adjustability / 7.1 in.
Length x Width x Height: 1975 X 760 X 1080 mm
Wheel bearing distance: 1,285 mm
Lowest distance to the ground: 250 mm
Suspension Front: 33mm telescopic fork / 7.1 in.
Front brake: Hidrolic, Single-Disc
Rear brake: Hidrolic, single-Disc
Front Wheel: 70/100-19
Rear Wheel: 90/100-16
Julur Front: 310 mm
Julur Rear: 380 mm
Type / Length helm: Handle Bar / 760mm
Turn the corner: 43 ° to 43 ° left and right
Maximum weight: 228 kg
Weight empty: 108 kg
Clever Motorcycle Safety Equipment and Clothin
Airbag motorcycle jacket
The motorcycle rider of the 21st century is better protected now than ever before. And emerging materials and products look set to continue this trend. Honda first proposed the use of airbags on their GoldWing model in 2005. And now a company called Airprotek has begun to use similar technology incorporated into jackets to protect riders in the event of a collision.
The Airprotek airbag jackets are connected to the bike by a toggle, when the rider leaves the bike the toggle pulls a 'key' from a gas release canister which inflates the jacket in under 1/2 a second. The airbags protect the neck, back and hip area. Around 6 seconds after inflation the jacket deflates.
Don't worry about getting off your bike in normal circumstances, calmly strolling away, forgetting to unhook the system, and blowing up like a puffer fish to the sound of delirious laughter. The toggle requires considerable force to trigger gas release. You'll probably just pull your bike over.
In tests, and real life scenarios, the Airprotek air bag jacket has performed admirably. And the line of jackets they manufacture all come with the standard elbow, shoulder, spine armor found in any other jacket.
The motorcycle rider of the 21st century is better protected now than ever before. And emerging materials and products look set to continue this trend. Honda first proposed the use of airbags on their GoldWing model in 2005. And now a company called Airprotek has begun to use similar technology incorporated into jackets to protect riders in the event of a collision.
The Airprotek airbag jackets are connected to the bike by a toggle, when the rider leaves the bike the toggle pulls a 'key' from a gas release canister which inflates the jacket in under 1/2 a second. The airbags protect the neck, back and hip area. Around 6 seconds after inflation the jacket deflates.
Don't worry about getting off your bike in normal circumstances, calmly strolling away, forgetting to unhook the system, and blowing up like a puffer fish to the sound of delirious laughter. The toggle requires considerable force to trigger gas release. You'll probably just pull your bike over.
In tests, and real life scenarios, the Airprotek air bag jacket has performed admirably. And the line of jackets they manufacture all come with the standard elbow, shoulder, spine armor found in any other jacket.
2011 World Superbike Silly Season Update
With a solid 22 rider field, the World Superbike Series has continued to remain extremely strong even in tough economic times. Though with three-quarters of the 2010 season already in the books, there’s still quite a bit of uncertainty as to who will be riding where in 2011, and how many teams will be fielded. In fact, a good majority of the slots are yet to be locked in. But with the help of several well-connected sources inside the paddock, we have been able to put together a pretty good idea of who’s potentially in line for which rides next year in the world of WSB. Check it out…
Alitalia Aprilia:
Max Biaggi –The Roman Emperor is expected to sign with Aprilia for two more years, once he returns from the mid-season holiday he is currently spending in Southern California. The Italian motor corp is where homeboy Biaggi’s rise to Grand Prix fame began in the 250cc ranks, and is where he recently said he would like to finish out his career. Will this two-year deal be the Roman's last? With a current lead in the championship of 60 points, Mad Max looks set to add at least one WSB title to his long list of achievements before hanging up the leathers. (Position pending)
2009 British Superbike Champion Leon Camier continues his work on getting familiar with the Aprilia machine.
Young Brit Leon Camier is in high demand on the heels of his rookie WSB season, something aided by a few podium finishes as of late. Will he stay at Aprilia or head to Yamaha?
Leon Camier – Happy with his podium-form as of late, Aprilia has stated they would like to keep the lanky Brit. He’s also said to be in talks for the second Sterilgarda Yamaha spot, especially if current rider Cal Crutchlow ends up going to MotoGP, which is starting to look more and more likely. Camier has had great success on SBK-spec R1s, winning last year’s BSB title with relative ease for the Airwaves Yamaha team, the bike obviously suiting his style. With two factory-level offers possibly on the table for Leon, the ball seems to be in the young Briton’s court for the time being. (Position pending)
BMW:
Troy Corser – Aussie Corser has developed the BMW from Day 1 and is now a consistent threat, getting both the first pole position and first podium finish for the German manufacturer in only their sophomore WSB season. Originally Corser was hired as the development rider with teammate Ruben Xaus the being the more volatile yet potential “results getter,” though it’s been Corser not only developing the bike, but consistently out-pacing his crash-happy teammate. He is said to be re-signing any day now, with only some small details to be finalized. Corser has expressed interest in racing for two or three more years before retirement, after which time he has said he would like to continue with the German brand for future bike development
ON Day 2 Corser climbed a spot on the timesheets to 13th at the final Phillip Island test.
Corser is slated to continue with BMW, aiming to finish his career there in the next couple years. Who will his teammate be? Czech privateer Jakub Smrz might get the gig.
as well as possibly trying his hand at car racing for BMW. (Position pending)
Jakub Smrz – BMW’s team manager Davide Tardozzi has publically expressed interest in privateer Czech rider Jakub Smrz taking the second factory seat next season, a spot which Ruben Xaus currently holds. The long-time underfunded, but lightning-quick Smrz always seems to be one of those riders on the verge of breaking through if he could only get the right bike and team underneath him. He’s performed near-miracles on customer Ducatis and now an Aprilia for years and looks to be at the pointed end for the second BMW seat. Said Tardozzi: “We like the guy and his name is the first on our 2011 list.” (Position pending)
Ducati Xerox:
Colin Edwards – With the Ducati team struggling more this year than it has in the last decade and neither rider even close to title contention, it seems change is coming for the Italian squad. Due to the lack of results, the high-ups at the racing-fueled Italian brand are looking for a veteran team leader who has real championship potential. This is why two-time World Superbike champion Edwards is said to have a hefty offer already sitting on his kitchen counter – all he needs to do is sign the dotted line. With a rough past few years in MotoGP on his resume and his desire to avoid finishing his career as an also-ran, many think the Texan is leaning very heavily toward a return to Superbikes. (Position pending)
Colin Edwards: I think Ive had one good race at Jerez in my entire career and today wasnt it. This weekend has been a struggle and Ive never been comfortable on the bike to show the pace I know I am capable of.
Sick of racing for top-10s in MotoGP, current Yamaha Tech 3 rider Colin Edwards is linked to possibly being the lead rider for the factory Ducati Xerox WSB team next season.
Second Bike – Ducati is looking to add a fast youngster to join the veteran they are currently searching for, with quite a few names circling around the position. At the very top is Jonathan Rea, only the young Irish racer is said to be very loyal and a long-term Honda offer may be on the table for him within the coming couple of weeks. Current rider Michel Fabrizio may also retain his spot, aided a good deal by his Italian nationality, as his results have been very up-and-down. (Position pending)
Althea Ducati:
Carlos Checa – Former long-time MotoGP and current World Superbike racer Checa has verbally expressed his interest in staying with the well-funded satellite Ducati team, and they are said to be equally as interested. The Spanish star has had an up-and-down 2010 season, finishing up front where the tracks suited the Italian V-Twins, while bad luck as taken him out of contention at others (including robbing him of two sure-wins at Miller Motorsports Park). He is said to bring with him added factory support from Ducati, as well as Spanish sponsorship money. (Position pending)
Carlos Checa owns the standing track record at Miller for SBK - Miller Motorsports Park
Spain's Carlos Checa looks set to return to the Althea Ducati team for next season, bringing along with him decades of top-level racing experience. Only a few have had careers as long as the Raging Bull.
Second Bike – Not much has been talked about with regards to the second Althea Ducati seat. Current rider Shane Byrne hasn’t exactly set the world on fire this year, his best result a pair of sixths, one coming at Portimao and the other at Miller. As a result the Brit currently sits 12th in the championship with three rounds remaining; that means only six races left to make something happen. Considering the strength of the team and its close ties with Ducati Corse, Byrne will have plenty of other top riders’ managers trying to negotiate him out of a slot this off-season. (Position pending)
HANNspree Ten Kate Honda:
Jonathan Rea – The 23-year-old Irish youngster has had a promising sophomore season in WSB, winning several races and with a handful of podiums to back that up. Some inconsistencies with his machinery has kept him out of the title hunt, but he has still impressed the brass on Honda enough that they would like to keep him on the long-term winged fast track. Although a Ducati offer is said to be on the table, he will most likely stay at Ten Kate for at least one more year, with the goal of winning a SBK title. Honda are said to already be typing up a multi-year contract that could possibly see him in MotoGP in the yeas to come. According to Rea, everything is set to be confirmed in a meeting he has with the powers that be in
Jonathan Rea talking things over with the Ten Kate crew - Miller Motorsports Park
Despite being only 23 years old, Irishman Johnny Rea is considered by most to be one of the title favorites for 2011. Honda has its sights set on keeping the talented youngster, with a possible long-term contract in the works.
the next couple weeks. (Position pending)
Second Bike – Several names are floating around the other Ten Kate spot, a very sought after ride in the WSB paddock. One thing is for sure, it will almost certainly not be current rider Max Neukirchner. The 27-year-old German’s season as been well under expectations, as big crashes and trouble getting along with the Honda has kept this previous race winner consistently toward the back of the pack or on the ground. Some of the names we’ve heard floating around the Honda team include James Toseland and Supersport rider Eugene Laverty, though both are merely rumors. (Position pending)
Paul Bird Motorsports Kawasaki:
Chris Vermeulen – The Australian signed a two-year deal coming into 2010, so the ex-Suzuki MotoGP and Ten Kate Honda WSB rider is locked in for next year. This year has been plagued by injury for the MotoUSA columnist, damaging his knee in the opening round at Phillip Island, then reinjuring it several more times, before finally having surgery and calling it quits for the season to try and fully heal up for 2011. Part of his deal is also to aid in development, with the aim of making the all-new ’11 ZX-10R a competitive racebike, as the existing has been far from a front-runner. Kawasaki has dedicated a great deal of funding into the factory Superbike program and has verbally expressed its intent to
Chris Vermeulen won the battle for Kawasaki supremacy unfortunately the Kawis were all running at the back - Miller Motorsports Park.
Chris Vermeulen (77) has had a rough year plagued by knee injuries, though luckily for him is signed to a two-year deal. Kawasaki is releasing an all-new ZX-10R for next year as well, said to be a born racer, one which he is helping to develop.
challenge for the WSB title with the new bike. (Position confirmed)
Second Bike – Despite the rough season he has had this year on the factory Ducati, top of the list for the second Kawasaki seat heavily rumored to be Noriyuki Haga. He may be getting up there in age, but when things are clicking Haga is one of the best. But does he still have it in him to keeps thing clicking for a full season and vie for a title? American Ben Spies seemed to take the wind out of the Japanese star’s sails after stealing the championship from him at the final round last year. Current rider Tom Sykes has a long history with the PBM team from his days in BSB and has been talked about for next year as well, though this year has been hard on the Brit. He was also spotted testing the pre-production ’11 ZX-10R at Suzuka recently. (Position pending)
Alstare Suzuki:
Leon Haslam – In only his second full season of World Superbike competition the son of “Rocket” Ron Haslam has proved to be a title contender and possible race winner week-in and week-out for the Alstare Suzuki squad. Leon was quick right away in pre-season testing and the first half of the season led the championship aboard what was a totally new-to-him Suzuki GSX-R1000. It’s for this reason that the Brit is high up on several teams’ lists for next season,
Alstare Suzukis Leon Haslam - Miller Motorsports Park
Leon Haslam has been racing all over the world stage for over a decade already and yet is only 27 years old. It's taken a little bit, but the son of "Rocket" Ron has really found his stride this year and is now a consistent threat to win races and has been Biaggi’s closest title challenger.
though he is most likely to stay exactly where he’s at. The 27-year-old has been rumored around the Suzuki MotoGP team as well, though most believe he’s days away from re-signing to stay put in WSB. (Position pending)
Second Bike – Current second rider Sylvain Guintoli has had a bit tougher time coming to grips with the Alstare Suzuki than his teammate, which was no doubt compounded by the severe 2009 season-ending injury he suffered while racing in BSB. The Frenchman has started to find his speed again as of late though, challenging in the top-five on several recent occasions. But is it a case of too little, too late? Alstare Suzuki team owner Francis Batta is said to like Guintoli and sees a great deal of potential in the ex-MotoGP rider, so word is he may retain the spot; though Tom Sykes and Michel Fabrizio have both been heavily rumored around the Belgian team as well. (Position pending)
Sterilgarda Yamaha:
Both of the Yamaha seats are very up much for grabs at this point, from what we are hearing. The team has expressed interest in keeping star rookie Cal Crutchlow, though his immense speed and natural talent also has him as a near shoe-in for the Tech 3 Yamaha MotoGP spot as long as Rossi departs for Ducati and current Tech 3 rider Spies bumps
James Toseland putting his musical talents on display at a quick concert at the Gateway friday festivities for the Miller SBK round.
Will James Toseland keep his Sterilgarda Yamaha ride or will he need to start looking for more singing gigs to pay the bills? All depends on where teammate Crutchlow ends up...
up to the factory squad. All three moves are very likely at this point and the MotoGP side of things is said to be announced during next weekend’s Czech GP. After those pieces are in place, Crutchlow’s future can be decided, allowing the Yamaha WSB team to then go in search of riders. If Crutchlow does leave for the world of MotoGP, several sources say current rider James Toseland will be retained, while the now-vacated second seat could go to any number of riders, of which we’ve heard Camier’s name again and again. However, if Crutchlow does not go to MotoGP, we hear the team wants him to stay and Toseland may be looking for work elsewhere. (Positions pending)
Others:
Until the major players fall into place it’s nearly impossible to know who the smaller privateer and even some of the factory-supported teams will run, as they tend to get the leftovers so to speak. Of the current crop of privateers that have had standout performances this year and could make the jump up to a factory squad, Italian Luca Scassa (four top-10 finishes) and Czech rider Jakub Smrz (nine top-10s) look to be in the best position to get that important call. In fact, Smrz is very heavily rumored around the factory BMW team (see above).
Chris Vermeulen #77 took 13th in Race 2 while Roger Hayden #95 had a lowslide on Lap 11 that brought an end to his race.
Where will Roger Lee Hayden (95) end up next season? Infront Sports is pushing hard to keep him in World Superbike.
We have also heard that series promoter Infront Sports is continuing to make a strong push to get more American riders into the championship and onto competitive rides. Having a leading American in the series is very important for WSB, something they saw the benefits of firsthand last year with Spies.
They played a big part in getting Roger Lee Hayden to come over and ride for the privateer Pedercini Kawasaki team this year. Presumably the plan was that Roger Lee could learn the tracks this year, then hopefully progress into a spot higher up the food chain on competitive machinery for next year and challenge at the front. Results wise, it’s hard to expect too much considering the uber-high level of competition and the less-than-competitive Kawasaki Hayden is riding. But he has been consistently beating his teammate, who is on the same bike and knows all the tracks, the majority of which Hayden has never seen before. And while we know the youngest Hayden has a strong relationship with Kawasaki, whether or not he fits into their 2011 plans remains to be seen.
Alitalia Aprilia:
Max Biaggi –The Roman Emperor is expected to sign with Aprilia for two more years, once he returns from the mid-season holiday he is currently spending in Southern California. The Italian motor corp is where homeboy Biaggi’s rise to Grand Prix fame began in the 250cc ranks, and is where he recently said he would like to finish out his career. Will this two-year deal be the Roman's last? With a current lead in the championship of 60 points, Mad Max looks set to add at least one WSB title to his long list of achievements before hanging up the leathers. (Position pending)
2009 British Superbike Champion Leon Camier continues his work on getting familiar with the Aprilia machine.
Young Brit Leon Camier is in high demand on the heels of his rookie WSB season, something aided by a few podium finishes as of late. Will he stay at Aprilia or head to Yamaha?
Leon Camier – Happy with his podium-form as of late, Aprilia has stated they would like to keep the lanky Brit. He’s also said to be in talks for the second Sterilgarda Yamaha spot, especially if current rider Cal Crutchlow ends up going to MotoGP, which is starting to look more and more likely. Camier has had great success on SBK-spec R1s, winning last year’s BSB title with relative ease for the Airwaves Yamaha team, the bike obviously suiting his style. With two factory-level offers possibly on the table for Leon, the ball seems to be in the young Briton’s court for the time being. (Position pending)
BMW:
Troy Corser – Aussie Corser has developed the BMW from Day 1 and is now a consistent threat, getting both the first pole position and first podium finish for the German manufacturer in only their sophomore WSB season. Originally Corser was hired as the development rider with teammate Ruben Xaus the being the more volatile yet potential “results getter,” though it’s been Corser not only developing the bike, but consistently out-pacing his crash-happy teammate. He is said to be re-signing any day now, with only some small details to be finalized. Corser has expressed interest in racing for two or three more years before retirement, after which time he has said he would like to continue with the German brand for future bike development
ON Day 2 Corser climbed a spot on the timesheets to 13th at the final Phillip Island test.
Corser is slated to continue with BMW, aiming to finish his career there in the next couple years. Who will his teammate be? Czech privateer Jakub Smrz might get the gig.
as well as possibly trying his hand at car racing for BMW. (Position pending)
Jakub Smrz – BMW’s team manager Davide Tardozzi has publically expressed interest in privateer Czech rider Jakub Smrz taking the second factory seat next season, a spot which Ruben Xaus currently holds. The long-time underfunded, but lightning-quick Smrz always seems to be one of those riders on the verge of breaking through if he could only get the right bike and team underneath him. He’s performed near-miracles on customer Ducatis and now an Aprilia for years and looks to be at the pointed end for the second BMW seat. Said Tardozzi: “We like the guy and his name is the first on our 2011 list.” (Position pending)
Ducati Xerox:
Colin Edwards – With the Ducati team struggling more this year than it has in the last decade and neither rider even close to title contention, it seems change is coming for the Italian squad. Due to the lack of results, the high-ups at the racing-fueled Italian brand are looking for a veteran team leader who has real championship potential. This is why two-time World Superbike champion Edwards is said to have a hefty offer already sitting on his kitchen counter – all he needs to do is sign the dotted line. With a rough past few years in MotoGP on his resume and his desire to avoid finishing his career as an also-ran, many think the Texan is leaning very heavily toward a return to Superbikes. (Position pending)
Colin Edwards: I think Ive had one good race at Jerez in my entire career and today wasnt it. This weekend has been a struggle and Ive never been comfortable on the bike to show the pace I know I am capable of.
Sick of racing for top-10s in MotoGP, current Yamaha Tech 3 rider Colin Edwards is linked to possibly being the lead rider for the factory Ducati Xerox WSB team next season.
Second Bike – Ducati is looking to add a fast youngster to join the veteran they are currently searching for, with quite a few names circling around the position. At the very top is Jonathan Rea, only the young Irish racer is said to be very loyal and a long-term Honda offer may be on the table for him within the coming couple of weeks. Current rider Michel Fabrizio may also retain his spot, aided a good deal by his Italian nationality, as his results have been very up-and-down. (Position pending)
Althea Ducati:
Carlos Checa – Former long-time MotoGP and current World Superbike racer Checa has verbally expressed his interest in staying with the well-funded satellite Ducati team, and they are said to be equally as interested. The Spanish star has had an up-and-down 2010 season, finishing up front where the tracks suited the Italian V-Twins, while bad luck as taken him out of contention at others (including robbing him of two sure-wins at Miller Motorsports Park). He is said to bring with him added factory support from Ducati, as well as Spanish sponsorship money. (Position pending)
Carlos Checa owns the standing track record at Miller for SBK - Miller Motorsports Park
Spain's Carlos Checa looks set to return to the Althea Ducati team for next season, bringing along with him decades of top-level racing experience. Only a few have had careers as long as the Raging Bull.
Second Bike – Not much has been talked about with regards to the second Althea Ducati seat. Current rider Shane Byrne hasn’t exactly set the world on fire this year, his best result a pair of sixths, one coming at Portimao and the other at Miller. As a result the Brit currently sits 12th in the championship with three rounds remaining; that means only six races left to make something happen. Considering the strength of the team and its close ties with Ducati Corse, Byrne will have plenty of other top riders’ managers trying to negotiate him out of a slot this off-season. (Position pending)
HANNspree Ten Kate Honda:
Jonathan Rea – The 23-year-old Irish youngster has had a promising sophomore season in WSB, winning several races and with a handful of podiums to back that up. Some inconsistencies with his machinery has kept him out of the title hunt, but he has still impressed the brass on Honda enough that they would like to keep him on the long-term winged fast track. Although a Ducati offer is said to be on the table, he will most likely stay at Ten Kate for at least one more year, with the goal of winning a SBK title. Honda are said to already be typing up a multi-year contract that could possibly see him in MotoGP in the yeas to come. According to Rea, everything is set to be confirmed in a meeting he has with the powers that be in
Jonathan Rea talking things over with the Ten Kate crew - Miller Motorsports Park
Despite being only 23 years old, Irishman Johnny Rea is considered by most to be one of the title favorites for 2011. Honda has its sights set on keeping the talented youngster, with a possible long-term contract in the works.
the next couple weeks. (Position pending)
Second Bike – Several names are floating around the other Ten Kate spot, a very sought after ride in the WSB paddock. One thing is for sure, it will almost certainly not be current rider Max Neukirchner. The 27-year-old German’s season as been well under expectations, as big crashes and trouble getting along with the Honda has kept this previous race winner consistently toward the back of the pack or on the ground. Some of the names we’ve heard floating around the Honda team include James Toseland and Supersport rider Eugene Laverty, though both are merely rumors. (Position pending)
Paul Bird Motorsports Kawasaki:
Chris Vermeulen – The Australian signed a two-year deal coming into 2010, so the ex-Suzuki MotoGP and Ten Kate Honda WSB rider is locked in for next year. This year has been plagued by injury for the MotoUSA columnist, damaging his knee in the opening round at Phillip Island, then reinjuring it several more times, before finally having surgery and calling it quits for the season to try and fully heal up for 2011. Part of his deal is also to aid in development, with the aim of making the all-new ’11 ZX-10R a competitive racebike, as the existing has been far from a front-runner. Kawasaki has dedicated a great deal of funding into the factory Superbike program and has verbally expressed its intent to
Chris Vermeulen won the battle for Kawasaki supremacy unfortunately the Kawis were all running at the back - Miller Motorsports Park.
Chris Vermeulen (77) has had a rough year plagued by knee injuries, though luckily for him is signed to a two-year deal. Kawasaki is releasing an all-new ZX-10R for next year as well, said to be a born racer, one which he is helping to develop.
challenge for the WSB title with the new bike. (Position confirmed)
Second Bike – Despite the rough season he has had this year on the factory Ducati, top of the list for the second Kawasaki seat heavily rumored to be Noriyuki Haga. He may be getting up there in age, but when things are clicking Haga is one of the best. But does he still have it in him to keeps thing clicking for a full season and vie for a title? American Ben Spies seemed to take the wind out of the Japanese star’s sails after stealing the championship from him at the final round last year. Current rider Tom Sykes has a long history with the PBM team from his days in BSB and has been talked about for next year as well, though this year has been hard on the Brit. He was also spotted testing the pre-production ’11 ZX-10R at Suzuka recently. (Position pending)
Alstare Suzuki:
Leon Haslam – In only his second full season of World Superbike competition the son of “Rocket” Ron Haslam has proved to be a title contender and possible race winner week-in and week-out for the Alstare Suzuki squad. Leon was quick right away in pre-season testing and the first half of the season led the championship aboard what was a totally new-to-him Suzuki GSX-R1000. It’s for this reason that the Brit is high up on several teams’ lists for next season,
Alstare Suzukis Leon Haslam - Miller Motorsports Park
Leon Haslam has been racing all over the world stage for over a decade already and yet is only 27 years old. It's taken a little bit, but the son of "Rocket" Ron has really found his stride this year and is now a consistent threat to win races and has been Biaggi’s closest title challenger.
though he is most likely to stay exactly where he’s at. The 27-year-old has been rumored around the Suzuki MotoGP team as well, though most believe he’s days away from re-signing to stay put in WSB. (Position pending)
Second Bike – Current second rider Sylvain Guintoli has had a bit tougher time coming to grips with the Alstare Suzuki than his teammate, which was no doubt compounded by the severe 2009 season-ending injury he suffered while racing in BSB. The Frenchman has started to find his speed again as of late though, challenging in the top-five on several recent occasions. But is it a case of too little, too late? Alstare Suzuki team owner Francis Batta is said to like Guintoli and sees a great deal of potential in the ex-MotoGP rider, so word is he may retain the spot; though Tom Sykes and Michel Fabrizio have both been heavily rumored around the Belgian team as well. (Position pending)
Sterilgarda Yamaha:
Both of the Yamaha seats are very up much for grabs at this point, from what we are hearing. The team has expressed interest in keeping star rookie Cal Crutchlow, though his immense speed and natural talent also has him as a near shoe-in for the Tech 3 Yamaha MotoGP spot as long as Rossi departs for Ducati and current Tech 3 rider Spies bumps
James Toseland putting his musical talents on display at a quick concert at the Gateway friday festivities for the Miller SBK round.
Will James Toseland keep his Sterilgarda Yamaha ride or will he need to start looking for more singing gigs to pay the bills? All depends on where teammate Crutchlow ends up...
up to the factory squad. All three moves are very likely at this point and the MotoGP side of things is said to be announced during next weekend’s Czech GP. After those pieces are in place, Crutchlow’s future can be decided, allowing the Yamaha WSB team to then go in search of riders. If Crutchlow does leave for the world of MotoGP, several sources say current rider James Toseland will be retained, while the now-vacated second seat could go to any number of riders, of which we’ve heard Camier’s name again and again. However, if Crutchlow does not go to MotoGP, we hear the team wants him to stay and Toseland may be looking for work elsewhere. (Positions pending)
Others:
Until the major players fall into place it’s nearly impossible to know who the smaller privateer and even some of the factory-supported teams will run, as they tend to get the leftovers so to speak. Of the current crop of privateers that have had standout performances this year and could make the jump up to a factory squad, Italian Luca Scassa (four top-10 finishes) and Czech rider Jakub Smrz (nine top-10s) look to be in the best position to get that important call. In fact, Smrz is very heavily rumored around the factory BMW team (see above).
Chris Vermeulen #77 took 13th in Race 2 while Roger Hayden #95 had a lowslide on Lap 11 that brought an end to his race.
Where will Roger Lee Hayden (95) end up next season? Infront Sports is pushing hard to keep him in World Superbike.
We have also heard that series promoter Infront Sports is continuing to make a strong push to get more American riders into the championship and onto competitive rides. Having a leading American in the series is very important for WSB, something they saw the benefits of firsthand last year with Spies.
They played a big part in getting Roger Lee Hayden to come over and ride for the privateer Pedercini Kawasaki team this year. Presumably the plan was that Roger Lee could learn the tracks this year, then hopefully progress into a spot higher up the food chain on competitive machinery for next year and challenge at the front. Results wise, it’s hard to expect too much considering the uber-high level of competition and the less-than-competitive Kawasaki Hayden is riding. But he has been consistently beating his teammate, who is on the same bike and knows all the tracks, the majority of which Hayden has never seen before. And while we know the youngest Hayden has a strong relationship with Kawasaki, whether or not he fits into their 2011 plans remains to be seen.
2011 Ural Motorcycles Update
Ural Motorcycles has announced the updates for its 2011 motorcycle models and sidecars.
Starting in 2011, all Urals motorcycles will have aluminum rims on all models (previously on only the Patrol and Tourist), Duro tires, trunk locks on all bikes, new tonneau covers and aprons made from Cordura, new round indicator lamps, upper fork bolts made from aluminum, and improved high strength final drive ring gear bolt.
The 2011 Patrols now come in additional standard colors--orange with silver stripes, and blue with white stripes. The first official photographs of the Gear-Up model show the new Gobi Desert Camouflage, which will replace famous Africa camouflage paint scheme. Also, the 2011 Gear-up is now equipped with single seat (with Cordura seat cover) and a rear fender rack.
The importer, in conjunction with the factory, can also personalize Urals. Options include almost 20 paint color options (you can choose either single or two-tone paint combinations), black engine and transmission, and silver trim for the T and Patrol T models.
Ural tells us that sales have been going well. "Sales have been pretty crazy and this past October especially--the biggest October retail sales since 2006)," a company spokesman says.
"Overall, we are looking at 30-plus percent boost in sales. Not every motorcycle manufacturer will boast such results this year, to say the least. While the 2WD models continue to be a major portion of our sales, the T-series bikes--the Ural T and Patrol T--are becoming the second largest segment."
"Another interesting development for this year is a two-fold increase in the number of younger customers. With now every sixth customer being 35 or younger, Ural is proving that quite a few new generation riders these days are choosing simplicity, functionality and fun over ever-growing hp's and cc's."
A constant battle for Ural is dealing with the EPA. According to Ural, "We also successfully completed the required emission re-testing for EPA certification. The great news is that we are good with EPA for 2011 and at least a few more years!"
Starting in 2011, all Urals motorcycles will have aluminum rims on all models (previously on only the Patrol and Tourist), Duro tires, trunk locks on all bikes, new tonneau covers and aprons made from Cordura, new round indicator lamps, upper fork bolts made from aluminum, and improved high strength final drive ring gear bolt.
The 2011 Patrols now come in additional standard colors--orange with silver stripes, and blue with white stripes. The first official photographs of the Gear-Up model show the new Gobi Desert Camouflage, which will replace famous Africa camouflage paint scheme. Also, the 2011 Gear-up is now equipped with single seat (with Cordura seat cover) and a rear fender rack.
The importer, in conjunction with the factory, can also personalize Urals. Options include almost 20 paint color options (you can choose either single or two-tone paint combinations), black engine and transmission, and silver trim for the T and Patrol T models.
Ural tells us that sales have been going well. "Sales have been pretty crazy and this past October especially--the biggest October retail sales since 2006)," a company spokesman says.
"Overall, we are looking at 30-plus percent boost in sales. Not every motorcycle manufacturer will boast such results this year, to say the least. While the 2WD models continue to be a major portion of our sales, the T-series bikes--the Ural T and Patrol T--are becoming the second largest segment."
"Another interesting development for this year is a two-fold increase in the number of younger customers. With now every sixth customer being 35 or younger, Ural is proving that quite a few new generation riders these days are choosing simplicity, functionality and fun over ever-growing hp's and cc's."
A constant battle for Ural is dealing with the EPA. According to Ural, "We also successfully completed the required emission re-testing for EPA certification. The great news is that we are good with EPA for 2011 and at least a few more years!"
At the beginning of the twentieth century, Springfield Massachusetts saw the birth of a legend in the shape of 'The Indian Motorcycle Manufacturing Company'; its most famous models being the 'Scout' and the 'Chief', the latter being in production for an incredible thirty-one years.
The founders of the company, which was originally known as the 'Hendee Manufacturing Company', were George M. Hendee and Carl Oscar Hedstrom, a pair of former bicycle racers who joined forces to produce a 1 ¾ horsepower motorcycle. Sales began slowly, but soon increased giving the company a solid platform to build upon. These early bikes were belt-driven and by 1903 were performing well enough to allow Hedstrom to create a new motorcycle speed record of 56mph.
Aurora of Illinois supplied the engine that would power the 'Diamond framed Single', which carried the rich red that would become synonymous with Indian. Introduced in 1902, sales rose to 32,000 in 1913. 1907 saw the introduction of a V-twin which, along with Erwin 'Canonball' Baker would set many long distance records culminating with a trip from San Diego to New York in a record time of 11 days, 12 hours and ten minutes. As is the case today, competition inspired technical innovation and Indian went from strength to strength, winning the Isle of Man TT race in 1911. Not only that, but Indians finished second and third too.
The Indian Chief and Scout appeared in the early 1920's and went on to become the flagships of the company. By this time, both Hendee and Hedstrom had left the company. Both bikes won the admiration of the public, not only for their looks, but also for their durability, hence the saying, 'You can't wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks; it's the Harleys that cause the grief'.
By 1930 Indian had teamed up with 'Dupont Motors' who ended the production of Dupont cars to put every ounce of energy and resource into the development of the Indian. Their links with the paint industry saw a dramatic increase in colour choice, with 24 on offer by 1934. This is the time when the distinctive Indian head-dress logo first saw light of day on the tanks of the machines, and it wasn't long before the Indian factory became known as the 'Wigwam'.
The founders of the company, which was originally known as the 'Hendee Manufacturing Company', were George M. Hendee and Carl Oscar Hedstrom, a pair of former bicycle racers who joined forces to produce a 1 ¾ horsepower motorcycle. Sales began slowly, but soon increased giving the company a solid platform to build upon. These early bikes were belt-driven and by 1903 were performing well enough to allow Hedstrom to create a new motorcycle speed record of 56mph.
Aurora of Illinois supplied the engine that would power the 'Diamond framed Single', which carried the rich red that would become synonymous with Indian. Introduced in 1902, sales rose to 32,000 in 1913. 1907 saw the introduction of a V-twin which, along with Erwin 'Canonball' Baker would set many long distance records culminating with a trip from San Diego to New York in a record time of 11 days, 12 hours and ten minutes. As is the case today, competition inspired technical innovation and Indian went from strength to strength, winning the Isle of Man TT race in 1911. Not only that, but Indians finished second and third too.
The Indian Chief and Scout appeared in the early 1920's and went on to become the flagships of the company. By this time, both Hendee and Hedstrom had left the company. Both bikes won the admiration of the public, not only for their looks, but also for their durability, hence the saying, 'You can't wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks; it's the Harleys that cause the grief'.
By 1930 Indian had teamed up with 'Dupont Motors' who ended the production of Dupont cars to put every ounce of energy and resource into the development of the Indian. Their links with the paint industry saw a dramatic increase in colour choice, with 24 on offer by 1934. This is the time when the distinctive Indian head-dress logo first saw light of day on the tanks of the machines, and it wasn't long before the Indian factory became known as the 'Wigwam'.
Thursday, February 3, 2011
The March 2011 issue of Canada’s finest motorcycle magazine has now been mailed to subscribers and can be found on newsstands across the country.
The March 2011 issue of Canada’s finest motorcycle magazine has now been mailed to subscribers and can be found on newsstands across the country.
That classic piece of iron on the cover is a knucklehead v-twin from Harley-Davidson and represents one of the motors in our Seven Essential Motors cover story. Compiling a list of the seven most influential platforms in motor cycle history is a task that is bound garner few accolades. No two people are going to come to the same conclusions. I didn’t even agree with the entire list upon first read but came around - somewhat - to the reasoning behind the choices. As I mention in my column, you know where to send the letters if you just have to disagree. There are a lot of great motors through history but we try to compile those that had the broadest influence on the history of motorcycling.
Ever felt the urge to do the 1/4 mile in little over six seconds? Let’s put that into perspective - if you are riding down the highway at a steady 60 mph, a 1/4 mile will tick by in 15 seconds with your rolling start. Now let’s try that again from a standstill and do it in a little over a third of the time. In this issue we take a look at a Canadian who is a rising star in the world of motorcycle drag racing. Wrestling a 900 hp machine at 200 mph is not for the faint of heart.
On the road we take in Kenya’s cross country enduro race (muddy) and join a keen group of adventurers as they tackle the Himalayas on Royal Enfields (wet) with a final stop in the Amish country of Pennsylvania (quaint). (No that’s not referring to the guys of the Royal Enfields, they are still somewhere in India.)
Kawasaki’s new ZX10R makes an appearance as does one of the bikes that was an early variant of the machine that gave me the motorcycle bug, the Yamaha RD350 which can be found in this month’s installment of Vintage Hall.
And to prove that no quirky story goes unpunished, the “SheWee” makes another appearance. That will teach me for passing along a new product.
That classic piece of iron on the cover is a knucklehead v-twin from Harley-Davidson and represents one of the motors in our Seven Essential Motors cover story. Compiling a list of the seven most influential platforms in motor cycle history is a task that is bound garner few accolades. No two people are going to come to the same conclusions. I didn’t even agree with the entire list upon first read but came around - somewhat - to the reasoning behind the choices. As I mention in my column, you know where to send the letters if you just have to disagree. There are a lot of great motors through history but we try to compile those that had the broadest influence on the history of motorcycling.
Ever felt the urge to do the 1/4 mile in little over six seconds? Let’s put that into perspective - if you are riding down the highway at a steady 60 mph, a 1/4 mile will tick by in 15 seconds with your rolling start. Now let’s try that again from a standstill and do it in a little over a third of the time. In this issue we take a look at a Canadian who is a rising star in the world of motorcycle drag racing. Wrestling a 900 hp machine at 200 mph is not for the faint of heart.
On the road we take in Kenya’s cross country enduro race (muddy) and join a keen group of adventurers as they tackle the Himalayas on Royal Enfields (wet) with a final stop in the Amish country of Pennsylvania (quaint). (No that’s not referring to the guys of the Royal Enfields, they are still somewhere in India.)
Kawasaki’s new ZX10R makes an appearance as does one of the bikes that was an early variant of the machine that gave me the motorcycle bug, the Yamaha RD350 which can be found in this month’s installment of Vintage Hall.
And to prove that no quirky story goes unpunished, the “SheWee” makes another appearance. That will teach me for passing along a new product.
2011 Kawasaki Ninja ZX-10R
Tests and Features - Press Launches
Neil Graham rides Kawasaki's all-new supersport at Road Atlanta and learns that even the most sophisticated traction control is not highside control.
Our breath hangs chilled in the morning air as we stand trackside at Road Atlanta and a no-nonsense Kawasaki mechanic explains the ins and outs of their 2011 ZX-10R’s S-KTRC (Sport-Kawasaki Traction Control) system. Kawasaki says its traction control is more sophisticated than anyone else’s because, they claim, it is able to predict when traction will be lost.
First an over-the-counter traction control primer. Where Ducati’s system monitors front and rear wheel speeds to determine how much rear-tire slippage to allow (to this BMW adds a sensor that determines how far over the motorcycle is leaned), Kawasaki’s S-KTRC has a broader mandate. ZX-10R electronics compare front and rear wheel spin rates (like the Ducati and BMW) but additionally cast a watchful eye over throttle position, the rate of acceleration, and engine rpm. When rear wheel slippage is detected, ignition is altered to suppress power output.
The predictive aspect of the system is a little more difficult to explain. A computer-generated animation of a rear wheel at the point of losing traction is used to illustrate this feature to us magazine hacks the night before. Whereas non-predictive systems abruptly cut power to return the spinning wheel to a state of traction, Kawasaki’s system, according to the video, can use the information at its disposal to anticipate when the wheel will lose traction. So instead of chopping engine power, the computer can slowly reduce engine output at the point where traction disappears. The result is a seamless transition not felt by the rider. Enough of all this; let's get back to the track.
With the Georgia sun now heating the track and with sticky tires poached by tire warmers, there is no reason to use anything other than Full power on the 3-level power mode switch (75 and 50 percent power are the other 2 options). The decision on where to set the traction control level is not quite so easy to determine. Level One, which is least invasive, allows wheelies and power slides as long as forward momentum is not compromised. By the time you get to level Three the system makes sure that both wheels stay on the ground and perfectly in line.
I begin in level One but the combination of learning a new track, the front wheel’s tendency to become airborne, and my relative inexperience with traction control threaten to take me out of my comfort range. Switching to level Two, and later to level Three (which can be done on the fly once the desired mode is selected and the throttle momentarily closed) allows me to ride the bike as hard as I can and not worry that a little wheelie will turn into something big enough to intimidate me into rolling out of the throttle.
A rarely discussed aspect of acclimating to traction control is the difficulty that the mind has in allowing the wrist free rein. No matter how many times in the past I’ve told myself that I can just hold the throttle wide open and not worry about losing the tail end, something happens between pit road and the first corner. And it isn’t just recreational track riders like me who struggle. National-level racers first confronting traction control often try to finesse a throttle that they are supposed to turn to the stop. Call it a survival instinct.
I don’t know if it’s because of my prior experience with the traction-control systems of Ducati and BMW or if the professor’s long-winded lecture the night before subconsciously convinced me to put my faith in electronics, but, especially with the system in level Three, I finally convert to the church of traction control. At the apex of the corner and with my knee on the ground I twist the throttle wide open and steer. And my fears dissolve. The S-KTRC system is so slick and so invisible that I catch myself thinking I’ve suddenly become a more confident rider all by myself. But that’s not the case.
With power-induced highsides removed from my mind, I can redistribute my remaining attention to matters such as braking points and shifting points and the fastest line to get around the circuit. I’m more relaxed, my lap times are a little quicker and, most importantly, I’m having more fun. And then I nearly crash. And then I crash back to reality.
My near highside is the result of too much lean angle and nearly riding off the edge of the tire. Later a rider loses the front wheel in a corner and tumbles into the weeds. Learning what traction control does and what it doesn’t do is part of the education process, and as impressive as the technology is, it isn’t an autopilot that can take off and land your motorcycle by itself. But by monitoring and controlling one of the main elements involved in riding a motorcycle quickly, it makes it that much easier to throw caution to the wind — cautiously, of course.
Our breath hangs chilled in the morning air as we stand trackside at Road Atlanta and a no-nonsense Kawasaki mechanic explains the ins and outs of their 2011 ZX-10R’s S-KTRC (Sport-Kawasaki Traction Control) system. Kawasaki says its traction control is more sophisticated than anyone else’s because, they claim, it is able to predict when traction will be lost.
First an over-the-counter traction control primer. Where Ducati’s system monitors front and rear wheel speeds to determine how much rear-tire slippage to allow (to this BMW adds a sensor that determines how far over the motorcycle is leaned), Kawasaki’s S-KTRC has a broader mandate. ZX-10R electronics compare front and rear wheel spin rates (like the Ducati and BMW) but additionally cast a watchful eye over throttle position, the rate of acceleration, and engine rpm. When rear wheel slippage is detected, ignition is altered to suppress power output.
The predictive aspect of the system is a little more difficult to explain. A computer-generated animation of a rear wheel at the point of losing traction is used to illustrate this feature to us magazine hacks the night before. Whereas non-predictive systems abruptly cut power to return the spinning wheel to a state of traction, Kawasaki’s system, according to the video, can use the information at its disposal to anticipate when the wheel will lose traction. So instead of chopping engine power, the computer can slowly reduce engine output at the point where traction disappears. The result is a seamless transition not felt by the rider. Enough of all this; let's get back to the track.
With the Georgia sun now heating the track and with sticky tires poached by tire warmers, there is no reason to use anything other than Full power on the 3-level power mode switch (75 and 50 percent power are the other 2 options). The decision on where to set the traction control level is not quite so easy to determine. Level One, which is least invasive, allows wheelies and power slides as long as forward momentum is not compromised. By the time you get to level Three the system makes sure that both wheels stay on the ground and perfectly in line.
I begin in level One but the combination of learning a new track, the front wheel’s tendency to become airborne, and my relative inexperience with traction control threaten to take me out of my comfort range. Switching to level Two, and later to level Three (which can be done on the fly once the desired mode is selected and the throttle momentarily closed) allows me to ride the bike as hard as I can and not worry that a little wheelie will turn into something big enough to intimidate me into rolling out of the throttle.
A rarely discussed aspect of acclimating to traction control is the difficulty that the mind has in allowing the wrist free rein. No matter how many times in the past I’ve told myself that I can just hold the throttle wide open and not worry about losing the tail end, something happens between pit road and the first corner. And it isn’t just recreational track riders like me who struggle. National-level racers first confronting traction control often try to finesse a throttle that they are supposed to turn to the stop. Call it a survival instinct.
I don’t know if it’s because of my prior experience with the traction-control systems of Ducati and BMW or if the professor’s long-winded lecture the night before subconsciously convinced me to put my faith in electronics, but, especially with the system in level Three, I finally convert to the church of traction control. At the apex of the corner and with my knee on the ground I twist the throttle wide open and steer. And my fears dissolve. The S-KTRC system is so slick and so invisible that I catch myself thinking I’ve suddenly become a more confident rider all by myself. But that’s not the case.
With power-induced highsides removed from my mind, I can redistribute my remaining attention to matters such as braking points and shifting points and the fastest line to get around the circuit. I’m more relaxed, my lap times are a little quicker and, most importantly, I’m having more fun. And then I nearly crash. And then I crash back to reality.
My near highside is the result of too much lean angle and nearly riding off the edge of the tire. Later a rider loses the front wheel in a corner and tumbles into the weeds. Learning what traction control does and what it doesn’t do is part of the education process, and as impressive as the technology is, it isn’t an autopilot that can take off and land your motorcycle by itself. But by monitoring and controlling one of the main elements involved in riding a motorcycle quickly, it makes it that much easier to throw caution to the wind — cautiously, of course.
2011 Kawasaki Vulcan 1700 Vaquero
Cruising past small herds of what might be Texas longhorns, the Vaquero feels right in its element. For this launch Kawasaki chose the piney woods and sunburned farm country north of Houston, an ideal location with roads that are not particularly challenging, but do entertain nevertheless.
The Vaquero is a big bike that rides on fat rubber, yet feels responsive and manoeuvrable on the loose, lazily twisting roads of this south Texas region. Based on Kawasaki's Vulcan platform, the Vaquero is at once familiar and engagingly new. Vaquero is Spanish for “cowboy,” and so it's suitable that this motorcycle is turned over to the press corps here, where cowboys are as ubiquitous as guns. But forget your old-fashioned made-on-TV definition of a cowboy: lean, hard, and sun-wrinkled. This one is fat, lazy, and smooth as a freshly rebuilt '57 Chev.
That's where the familiar Vulcan gene shows its dominance. So what's new? This Texas cowboy Vulcan feels stronger and more energetic than previous members of its family, and has a look that is finely stylized and just about right.
The paint, in particular – red with black script on the tank (Candy Fire Red), or vice versa (Ebony) – is laid on in deep, lustrous tones and looks great. The front end of the bike is wide and can be modified by interchangeable windscreens. A stock wind deflector is low and works well, keeping the wind above mid-chest height, while higher windscreens move the airstream up. I detected no appreciable buffeting at the stock height or with a 305 mm (12 in) windscreen attached. A sealed and rubber-filled front compartment also accepts iPod and other MP3 players (and iPhone, though Kawasaki won't admit it for some legal reason). You can choose and play your tunes by easily used handlebar switches.
But tunes, even something like “Bury Me Not on the Lone Prairie,” or better yet, “Rawhide,” are not what this fat cowpoke is all about. Get it moving on a road with a few sensible twists and turns, and the Vaquero proves to be fun in the saddle. It won't chase down a wild cayuse, but it takes to the road with an eagerness that belies its 379 kg (835 lb) wet weight, and handles changing road features with comfortable precision. Don't be surprised to hear a peg scraper singing a lonely tune on anything but a lonely prairie road, but don't be worried about it. The Vaquero is a solidly planted, easily ridden cruiser that can provide entertainment and comfort in all day quantities.
Unlike some cruisers, the ergonomics are on the reasonable side here – your feet are more or less below you, though you can see them without getting a side cramp, and your arms are placed right in front of you at a comfortable reach and height. On the ride around the Texan pines, after several hours, there was no need to get off the saddle and soothe the rear end.
The Vaquero is fired by a 1,700 cc V-twin claiming 88 hp and 108 ft-lb of torque, runs its power through a six-speed gearbox, and is belt driven. Though you can feel the engine vibrating, especially on acceleration, vibes do not become intrusive unless the throttle is held wide open into the stratosphere of cruiser rpm levels – say, 4,500 rpm. At that point, vibrations become mildly unpleasant, but it's beyond the Vaquero's normal working range, anyway.
If there is a weakness, it would be the brakes, which are a little wooden and uninformative, though they did haul the heavy bike down to low speeds quickly enough.
Cruise control comes standard on the Vaquero as do integrated clam shell-style saddlebags that are large and easy to operate, once you understand that the latch has to be held in the open position when closing the case. Kawasaki says they’re also working on a large number of accessories for the bike.
A few of the writers present at this launch lamented the fact that they would spend a day on a cruiser; not their kind of bike. But I found that a day on the Vaquero had its own rewards, and having fun in the saddle, and being comfortable in the saddle, were the two that counted most. That it looked pretty damn good was a bonus.
The Vaquero retails in Canada for $19,999.
2011 Kawasaki Vulcan 1700 Vaquero Specifications
Engine Type Four-stroke, SOHC, four valve per cylinder, 52° V-twin
Engine Displacement 1,700cc
Bore & Stroke 102 mm x 104 mm
Compression Ratio 9.5:1
Cooling Liquid-Cooled plus cooling fins
Fuel System Digital fuel injection, dual 42mm throttle bodies
Ignition TCBI with Digital Advance
Starting System Electric
Transmission 6-speed with overdrive and positive neutral finder
Final Drive Belt
Rake and Trail 30° / 177mm
Wheel Base 1,665 mm
Seat Height 730 mm
Front Suspension 45 mm hydraulic fork
Rear Suspension Swingarm with twin air-assisted shocks,4-way rebound damping
Front Brake Dual 300 mm discs, dual twin-piston calipers
Rear Brake Single 300 mm disc, twin-piston caliper
Front Tire 130/90x16
Rear Tire 170/70x16
Fuel Capacity 20 litres
Curb Weight 379 kg
MSRP $19,999
The Vaquero is a big bike that rides on fat rubber, yet feels responsive and manoeuvrable on the loose, lazily twisting roads of this south Texas region. Based on Kawasaki's Vulcan platform, the Vaquero is at once familiar and engagingly new. Vaquero is Spanish for “cowboy,” and so it's suitable that this motorcycle is turned over to the press corps here, where cowboys are as ubiquitous as guns. But forget your old-fashioned made-on-TV definition of a cowboy: lean, hard, and sun-wrinkled. This one is fat, lazy, and smooth as a freshly rebuilt '57 Chev.
That's where the familiar Vulcan gene shows its dominance. So what's new? This Texas cowboy Vulcan feels stronger and more energetic than previous members of its family, and has a look that is finely stylized and just about right.
The paint, in particular – red with black script on the tank (Candy Fire Red), or vice versa (Ebony) – is laid on in deep, lustrous tones and looks great. The front end of the bike is wide and can be modified by interchangeable windscreens. A stock wind deflector is low and works well, keeping the wind above mid-chest height, while higher windscreens move the airstream up. I detected no appreciable buffeting at the stock height or with a 305 mm (12 in) windscreen attached. A sealed and rubber-filled front compartment also accepts iPod and other MP3 players (and iPhone, though Kawasaki won't admit it for some legal reason). You can choose and play your tunes by easily used handlebar switches.
But tunes, even something like “Bury Me Not on the Lone Prairie,” or better yet, “Rawhide,” are not what this fat cowpoke is all about. Get it moving on a road with a few sensible twists and turns, and the Vaquero proves to be fun in the saddle. It won't chase down a wild cayuse, but it takes to the road with an eagerness that belies its 379 kg (835 lb) wet weight, and handles changing road features with comfortable precision. Don't be surprised to hear a peg scraper singing a lonely tune on anything but a lonely prairie road, but don't be worried about it. The Vaquero is a solidly planted, easily ridden cruiser that can provide entertainment and comfort in all day quantities.
Unlike some cruisers, the ergonomics are on the reasonable side here – your feet are more or less below you, though you can see them without getting a side cramp, and your arms are placed right in front of you at a comfortable reach and height. On the ride around the Texan pines, after several hours, there was no need to get off the saddle and soothe the rear end.
The Vaquero is fired by a 1,700 cc V-twin claiming 88 hp and 108 ft-lb of torque, runs its power through a six-speed gearbox, and is belt driven. Though you can feel the engine vibrating, especially on acceleration, vibes do not become intrusive unless the throttle is held wide open into the stratosphere of cruiser rpm levels – say, 4,500 rpm. At that point, vibrations become mildly unpleasant, but it's beyond the Vaquero's normal working range, anyway.
If there is a weakness, it would be the brakes, which are a little wooden and uninformative, though they did haul the heavy bike down to low speeds quickly enough.
Cruise control comes standard on the Vaquero as do integrated clam shell-style saddlebags that are large and easy to operate, once you understand that the latch has to be held in the open position when closing the case. Kawasaki says they’re also working on a large number of accessories for the bike.
A few of the writers present at this launch lamented the fact that they would spend a day on a cruiser; not their kind of bike. But I found that a day on the Vaquero had its own rewards, and having fun in the saddle, and being comfortable in the saddle, were the two that counted most. That it looked pretty damn good was a bonus.
The Vaquero retails in Canada for $19,999.
2011 Kawasaki Vulcan 1700 Vaquero Specifications
Engine Type Four-stroke, SOHC, four valve per cylinder, 52° V-twin
Engine Displacement 1,700cc
Bore & Stroke 102 mm x 104 mm
Compression Ratio 9.5:1
Cooling Liquid-Cooled plus cooling fins
Fuel System Digital fuel injection, dual 42mm throttle bodies
Ignition TCBI with Digital Advance
Starting System Electric
Transmission 6-speed with overdrive and positive neutral finder
Final Drive Belt
Rake and Trail 30° / 177mm
Wheel Base 1,665 mm
Seat Height 730 mm
Front Suspension 45 mm hydraulic fork
Rear Suspension Swingarm with twin air-assisted shocks,4-way rebound damping
Front Brake Dual 300 mm discs, dual twin-piston calipers
Rear Brake Single 300 mm disc, twin-piston caliper
Front Tire 130/90x16
Rear Tire 170/70x16
Fuel Capacity 20 litres
Curb Weight 379 kg
MSRP $19,999
Tests and Features - Press Launches 2011 Kawasaki Ninja 1000
First Ride: 2011 Kawasaki Ninja 1000
I have a quintessentially West Coast moment in the town of Fairfax, California, while test riding Kawasaki’s Ninja 1000. As I’m taking off my helmet in anticipation of lunch, an attractive young woman accosts me and asks if I will ride down the town’s main street and give her a high-five for the benefit of her companion’s video camera. I read her business card. She is Sara Lahey, of the Hunting Happiness Project (“may you never exhaust your search” reads the tagline). As I am about to politely decline, I remind myself that as a documentary filmmaker I impose upon strangers in the same way that she has. I groan, replace my helmet, and do as requested, to the amazement of one of my travelling companions. He asks why I bothered. “Karma,” I say, before squeezing into the restaurant for lunch.
The motorcycle I’m riding is as timeless as the hippie towns of California—they’ve changed over the years, but much has remained the same. It has been over 40 years since Honda’s 750 Four appeared, and it startles even me, who is paid to think about these things, that that much time has passed. The four-cylinder Japanese motorcycle is the definitive engine configuration in the history of motorcycling. It has obliterated thumping singles and buzzing parallel twins and chugging V-twins as the motorcycle of record. It is to motorcycling as the saxophone is to jazz and the guitar is to rock and roll. It is indispensable.
Starting with the simple premise that a faired sporting motorcycle needn’t inflict pain upon the knees, buttocks, and wrists like a full-on sportbike, the Ninja 1000 attempts to keep the keen edge of a sportbike but in a package softened enough to keep it from drawing blood. If you think the Ninja 1000 resembles Kawasaki’s nearly-nude Z1000 you’re not mistaken—they are essentially the same machine. Of course what gives it away are those distinctive silencers. While Kawasaki is likely trying to spiritually channel the classic Z bikes of the ’70s (whose quartet of upswept pipes are still stunning today) the design is chiseled to fit the knife-edged bodywork. Some think the pipes are lovely. Some think they’re a little over the top. Both are correct.
Kawasaki PR people are devoted to their Powerpoint presentations, and slide upon slide make a convincing argument that those of us that ride sportbikes on the street should burn them in a pyre and buy this bike. The argument (same sportbike thrill but without the sportbike chill) is convincing while I’m sipping a cocktail, but will it stand the test of a long day in the saddle?
The next day begins with a chill in the air. Before leaving the hotel parking lot, I reach forward and depress a lever beneath the instrument cluster and release the lock on the three-position adjustable windshield. Its design is clever, and intuitive, and I wish designers that specify windscreens with a pair of locking thumbscrews would study the elegant simplicity of the Ninja 1000 design. On a warm day you’re not likely to notice much difference between the screen’s three positions, but on this cool morning the highest position does offer significantly more wind protection than the low position. In its official literature, Kawasaki claims that the windshield should only be adjusted when the machine is stationary. Recognizing a challenge when I see one, I immediately try adjusting the screen on the fly. It can be done, but as it requires removing both hands from the handlebar, don’t call me if you stuff your bike in the ditch following my lead.
The 1,043 cc four is cooled by circulated liquid and maximum torque nearly matches that of the ZX-10R’s engine—the primary difference is that peak torque arrives at lower revs. A balance shaft tames vibration from the solidly mounted engine, and unless you live perpetually at redline, bad vibes aren’t an issue.
It is a distinction worth noting that this is not a plush touring bike. It was never intended to be. Rather it is a sport bike with an upright seating position and an engine tuned for general road use. It is important to view it in this light, because even though the saddle has 10 mm more padding than the ZX-10R, it does not coddle like the perch on the Concours 14 or FJR or BMW RT. The upside is that the rider of a Ninja 1000 rides a machine with the heart of a genuine sport bike. In the hills outside of San Francisco, the Ninja lunges between corners and flips from side to side with athleticism that bigger bikes lack. Helping to keep the bike on the road are suspension components above average for the price point. The 41 mm fork is adjustable for spring preload and compression and rebound damping and the shock dampens firmly yet compliantly.
The bikes we ride at the launch are without luggage, but the Kawasaki display at the Toronto motorcycle show has Ninja 1000s outfitted with smart 34-litre colour-matched Givi side panniers. A quick perusal of Kawasaki’s website also shows an available top case. As of press time no accessory prices are confirmed. Finally, if you spring for a Ninja 1000 you can dig your magnetic tank bag out of the back of the closet, as the fuel tank is metal.
After a long day in the saddle, the $13,699 Ninja 1000 proves itself a competent and worthy companion. The relationship between handlebar, seat, and footpegs fosters aggressive riding but is kind to the body. It is a motorcycle that a sportbike lover could accept and that a standard owner would recognize, which seems to have been Kawasaki’s goal right from the get-go.
Street / Sport Style
Remember: don’t dress for the ride. Dress for the fall. Get the right street gloves, street riding boots or protective street motorcycle jacket to keep you safe.
canada fox Racing
Fox Racing is a name known to motocross enthusiasts around the world. Fox riders like Ryan Dungey, Trey Canard and Jessica Patterson consistently win motocross awards and place high in their events. Fox Racing motocross gear is made with these extreme riders in mind.Whether you’re looking for racing jerseys, racing pants, motocross gloves or boots, Canada’s Motorcycle has the Fox Racing gear to keep you covered. Check out Fox Racing protection if you’re a hardcore motocross rider, or enjoy some of the Fox Racing casual clothing, helmets or rainwear if you’re a fan of the sport and the team.
All-New Honda CBR 150R FI มอเตอร์ไซค์สปอร์ตหัวฉีดตัวแรกของเมืองไทย
รถจักรยานยนต์ฮอนด้า ผู้นำอันดับหนึ่งตลาดรถจักรยานยนต์เมืองไทย ประกาศความสำเร็จสุดยิ่งใหญ่เป็นรายแรกกับยุทธศาสตร์การเปลี่ยนยุคแห่งการ ขับขี่สู่ยุคหัวฉีด ก้าวสู่ความเป็นผู้นำที่ทิ้งห่างคู่แข่งขัน ด้วยการพัฒนามอเตอร์ไซต์หัวฉีดได้หลากสไตล์ ครองใจผู้บริโภคได้ครบทุกเซ็กเมนต์ โดยล่าสุดวันนี้! กับการอัดฉีดกลยุทธ์ความแรงหัวฉีดในเซกเมนต์ใหม่ล่าสุดกับยนตรกรรมสปอร์ต เร้าใจรุ่น “Honda CBR150R FI” ครั้งแรกของเมืองไทยกับรถสปอร์ตเครื่องยนต์ 150 ซีซี ขุมพลังหัวฉีด PGM-FI รูปโฉมดีไซน์ใหม่ให้อารมณ์เดียวกับรถสปอร์ตคันเท่ระดับโลก หวังปลุกกระแสความเร้าใจของตลาดรถสปอร์ตในเมืองไทยให้กับมาโหมกระหน่ำอีก ครั้ง โดยตั้งเป้าการจำหน่ายของรถสปอร์ตรุ่นนี้ที่ 10,000 คันต่อปี ราคาจำหน่ายเริ่มต้นที่ 75,900 บาท พร้อมเตรียมเผยโฉมอย่างเป็นทางการ และเปิดให้ทดลองขับยนตรกรรมสปอร์ตสุดร้อนแรงคันใหม่นี้ได้ที่งาน “Big Fun Fest by Honda” มหกรรมความมันส์ สนุก สุดเซอร์ไพรส์ ที่สนามราชมังคลากีฬาสถาน (หัวหมาก) วันที่ 30 ตุลาคมนี้ แฟนมอเตอร์ไซต์ตัวจริง ไม่ควรพลาด!
มร.จิอากิ คาโต ประธานกรรมการบริหาร บริษัท เอ.พี. ฮอนด้า จำกัด เปิดเผยถึงกระแสการกลับมาของรถสปอร์ตของเมืองไทยในครั้งนี้ว่า “การวางจำหน่าย All new Honda CBR150R FI ในครั้งนี้ คืออีกหนึ่งความสำเร็จครั้งยิ่งใหญ่ของฮอนด้า โดยการรุกตลาดรถสปอร์ตหัวฉีดนี้ทำให้กลยุทธ์และเจตนารมณ์ในการเปลี่ยนแปลง ยุคแห่งการขับขี่ สู่ระบบจ่ายน้ำมันแบบหัวฉีด PGM-FI ของฮอนด้าประสบความสำเร็จอย่างสมบูรณ์แบบ โดยฮอนด้าสามารถตอบสนองความต้องการของผู้บริโภคได้ทั้งตลาด ไม่ว่าจะเป็นในตลาดประเภทรถ เอ.ที, รถครอบครัว และล่าสุดวันนี้กับตลาดรถสปอร์ต ซึ่ง Honda CBR150R FI ถือเป็นความท้าทายครั้งสำคัญที่ฮอนด้าจะปลุกกระแสตลาดรถสปอร์ตของเมืองไทย ให้กลับมาคึกคักอีกครั้ง โดยฮอนด้า ซีบีอาร์ 150 อาร์ FI ได้ถูกพัฒนาขึ้นเพื่อตลาดรถจักรยานยนต์ประเทศไทยโดยเฉพาะ การพัฒนาได้คำนึงถึงความต้องการของลูกค้าชาวไทยเป็นอันดับหนึ่ง ทั้งการพัฒนาติดตั้งขุมพลังเครื่องยนต์ใหม่ ตลอดจนเปลี่ยนแปลงรูปลักษณ์ใหม่ให้เป็น Image รถบิ๊กไบค์ระดับโลกรอบคัน เรามีความตั้งใจว่า ลูกค้าจะรู้สึกได้ถึงความยินดีในรูปแบบสปอร์ตมากยิ่งขึ้น และมั่นใจว่าการปรากฏโฉมของ All New Honda CBR150R FI นี้จะสร้างความพึงพอใจอย่างล้ำลึกให้กับลูกค้าที่รอคอยมาอย่างยาวนานได้แน่ นอน”
สำหรับความแรงเร้าใจของ Honda CBR150R FI รถจักรยานยนต์ซีตี้สปอร์ตหัวฉีดตัวแรกของเมืองไทยคันนี้ ได้อินไซต์ของคนที่มีใจรักความแรง และความท้าทายเป็นพื้นฐาน อย่างนักแข่งรถจักรยานยนต์ทางเรียบชิงแชมป์โลก “ฟีม รัฐภาคย์ วิไลโรจน์” หนุ่มนักบิดหนึ่งเดียวของชาวไทย สายเลือดนักแข่งสายพันธุ์แท้ มาร่วมถ่ายทอดสไตล์ความร้อนแรงในการขับขี่รถสปอร์ตหัวฉีด ที่เต็มเปี่ยมด้วยสมรรถนะความแรง และความคล่องตัว โดยฮอนด้าเชื่อว่าภาพลักษณ์ด้านความท้าทายของ “ฟีม” ที่มีต่อเวทีระดับโลกจะช่วยส่งเสริมความเป็นมอเตอร์สปอร์ตของ Honda CBR150R FI ให้โดดเด่นมากขึ้น ภายใต้แนวคิดทางการสื่อสารการตลาดของรถสปอร์ตร้อนแรง “True Blood of Sport Spirit สปอร์ตเร้าใจ…สายพันธุ์แท้”
Honda CBR150R FI นอกจากเป็นรถสปอร์ตหัวฉีด PGM-FI ในระดับ 150 ซีซี ตัวแรกของประเทศไทยแล้ว ยังมาพร้อมมาตรฐานเครื่องยนต์ DOHC 4 วาล์ว 6 เกียร์ ระบายความร้อนด้วยน้ำพร้อมพัดลมไฟฟ้าอัตโนมัติ ปฏิวัติรูปโฉมใหม่ทั้งหมด กับรูปทรงเท่สไตล์สปอร์ตที่มาพร้อมมาดเข้มดุดันมากขึ้นกับ Sporty Full Cowling เท่ทรงพลังตั้งแต่หน้ากากจรดไฟหน้า กับถังน้ำมันขนาดใหญ่ ที่จุน้ำมันได้มากขึ้นถึง 13 ลิตร, ครั้งแรกกับนาฬิกาดิจิตอลบนหน้าปัดเรือนไมล์สุดหรู ที่แสดงผลบนจอ LCD พร้อมระบบ ODO Meter วัดระยะการเดินทาง และอุปกรณ์มาตรฐานเดียวกับรถสปอร์ตชั้นสูงระดับโลกรอบคัน พร้อมเผยโฉมความร้อนแรงแบบสปอร์ตตัวจริงด้วยกันถึง 3 สี หลากสไตล์ ได้แก่ Sporty R.W.B (แดง-ขาว-น้ำเงิน) มาดสปอร์ตเท่ให้อารมณ์สายพันธุ์นักแข่ง, X-Treme RED (แดง) สปอร์ตจัดจ้าน ร้อนแรง และ Night Black (ดำ) สปอร์ตมาดเข้ม ดุดันทุกการเคลื่อนไหว
ทั้งนี้ ด้านแผนการจำหน่าย Honda CBR150R FI จะ เริ่มส่งความแรงเร้าใจสู่ตลาดตั้งแต่วันที่ 10 พฤศจิกายนนี้ เป็นต้นไป โดยมีราคาเริ่มต้นที่ 75,900 บาท ตั้งเป้าหมายการจำหน่ายทั้งสิ้น 10,000 คันต่อปี พร้อมพิเศษสุด เอาใจคนหัวใจสปอร์ต ด้วยข้อเสนอสุดร้อนแรง! สำหรับ 1,000 คันแรก รับฟรีทันทีเสื้อแจ๊คเก็ตสุดเท่มูลค่ากว่า 2,000 บาท (ของมีจำนวนจำกัด) นอกจากนั้นอีกหนึ่งข้อเสนอพิเศษกับ Platinum Package แพคเกจบริการช่วยเหลือกรณีรถเสียฉุกเฉิน และบริการช่วยเหลือทางการแพทย์ ระยะเวลา 1 ปี จาก Honda Roadside Assistance รวมถึงสิทธิพิเศษอื่นๆ อาทิ คูปองบริการล้างรถฟรี คูปองเปลี่ยนถ่านน้ำมันเครื่องฟรี และอื่นๆ ตามเงื่อนไขของทางบริษัทฯ ข้อเสนอนี้ถึงวันที่ 31 ธันวาคม 2553 เท่านั้น
เตรียมสัมผัสความยิ่งใหญ่พร้อมทดลองการขับขี่ของรถ จักรยานยนต์ฮอนด้าซีบีอาร์ 150 อาร์ FI ได้ก่อนใคร ในงาน “Big Fun Fest” มหกรรมความมันส์ สนุก สุดเซอร์ไพรส์ by Honda ณ สนามราชมังคลากีฬาสถาน (หัวหมาก) วันเสาร์ที่ 30 ตุลาคม 2553 นี้
Subscribe to:
Posts (Atom)