2011 Kawasaki ER6-n

At first, the silly sideblades and overly-ambitious styling looked horrible to me. The fact that it is functionally excellent prompted me give it another look, and I must confess it has grown on me over time. Many of the details are still too cluttered (especially the exhaust and lower engine shields, and that silly headlight) but it does have a certain panache. It certainly isn't boring or bland.

The 650 twin is classed as a 'beginner bike' and dismissed by many as 'just a midsized twin.' But let's put that in perspective: the ER-6n would have been amongst the fastest production bikes in the world 30 years ago. It is still no slouch. Some say it vibrates a bit too much, but once again, that is just being nit-picky by anything but 2010 standards.

There is nothing to complain about the ER-6n's handling, it steers nicely, corners and is reassuringly steady on the highway. Again, this score is a sign of how much bikes have improved over the last decade or so, and just how many excellent bikes are out there now.

MV Agusta Brutale 1090RR Kit

MV Agusta announced today a new "track only" Cannonball Kit for the Brutale 1090RR. With the new package, MV Agusta wants increasing the performance, making the bike even lighter and fully exploiting its technology.

The new Cannonball Kit includes a modified Engine Control Unit, cylinder head, camshafts, valves and exhaust system, which is manufactured completely from titanium and is completed by a low and spirited exhaust pipe. The result is an increase of 21 HP to a total of 165 HP. At 9.000 revs/min the power is 140 hp, at 10.000 it is 160 hp, a little later the maximum is reached, an absolute record for Brutale.

The new technical components enables the Brutale Cannonball to excel on the track: the exciting performance are restrained by the pure chassis and by high quality suspension components which enable the rider to enjoy easy handling and the typical pleasure of riding an MV Agusta bike.

2010 Suzuki SFV 650 Gladius

Destined to those who just approach riding, the new Gladius not only impresses through the way it looks, but with the help of a low seat (only 30.9 inches from the ground) and a fuel-injected, twin plug head engine, which is tuned for low-to-mid range torque.

Production costs were kept as low as possible and that implies a little bit of sacrifice on the weight chapter. For example, the trellis frame is made out of steel instead of aluminum. That brings a significant contribution to the 446 lbs wet weight that doesn’t do the Gladius that much good.

* Engine: 645 cc, 4-stroke, 2-cylinder, liquid-cooled, DOHC, 90 V-Twin
* Bore Stroke: 81.0 mm x 62.6 mm
* Compression Ratio: 11.5 : 1
* Fuel System: Fuel Injection
* Lubrication: Wet sump
* Ignition: Electronic ignition (Transistorized)
* Starter: Electric
* Transmission: 6-speed, constant mesh
* Primary Drive Ratio: 2.088 (71/34)
* Final Drive Ratio: 3.067 (46/15)

Honda CBX 250

Honda is coming up with 250cc motorcycle in India. As per sources Honda has already completed the R&D work and the bike is going to be launched after couple of months probably at the Diwali session. Currently the 250cc bike segment is being ruled by the only bike available- Kawasaki Ninja 250R which was launched recently and it seems like HMSI is not in a mood to miss the opportunity to give competition to this bike to be called as the only competitor of Kawasaki Ninja 250R on Indian roads.

As it is Kawasaki Ninja 250R is not in budget of many bike enthusiasts who are interested in 250cc category and Honda is going to tame that market by offering much cheaper 250cc bike as compared to Ninja, if sources are to be believed Honda is going to price the new bike under Rs.1.5 lacs, which is a very attractive figure for a 250cc milled bike, that too with world class quality & commitment of Honda.

Apart from expected price and expected time of launch it is not known whether the bike will be a naked- sportster version or a fairied version from Honda. Although what ever will be the form of the bike one thing is sure that it will be the performance bike from Honda’s stable and will definitely quench the thirst of performance biking lovers in all ways

Bajaj Pulsar 220 S

Finally Bajaj has launched its Pulsar 220 S the replica of Pulsar 200. The bike looks almost same as Pulsar 200, which was discontinued sometimes back, actually the heart of the bike is same as Pulsar 220 without fairing and the “S” refers to the “street” version of the Pulsar 220 series.

The bike is being criticized by many bike enthusiasts for its looks, which has nothing new to relish, on the other hand the pricing of the bike is kept very prudent by Bajaj, which will definitely attract many towards the new Pulsar 220S

2010 Buell XB12R Adventure

This is the Buell Ulysses ® ® XB12XT, sports adventure tours are designed for motorists who refuse to accept the idea that comfort and practicality should come with sacrifices. Across town or across the country, this bike is not everything. It combines nimble handling and perfectly tuned, sport-inspired suspension with a smooth, reliable 1203 cc, air-cooled engine. But that does not end there. We made standard all the things that you will end up spending money to keep, such as the side and top cases, heated grip and high windshield. All you need now are more vacation days.

MSRP
Manufacturer’s Suggested Retail Price $12,999
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Dimensions
Overall Length 91.3 in. (2,319 mm)
Seat Height, Laden 30.7 in. (780 mm)
Seat Height, Unladen 32.9 in. (836 mm)
Overall Width without mirrors 39.6 in. (1,006 mm)
Ground Clearance, Unladen 5.94 in. (151 mm)
Rake (Steering Head Angle) at Ride Height (degrees) 23.8
Fork Angle at Ride Height (degrees) 22.3
Trail at Ride Height 4.9 in. (124 mm)
Wheelbase, Unladen 53.9 in. (1,369 mm)
Fuel Capacity, Total 4.4 gal. (16.7 l)
Fuel Capacity 0.83 gal. (3.1 l)
Oil Capacity 2.5 qt. (2.4 l)
Dry Weight 465 lb. (211 kg)
Gross Vehicle Weight Rating 950 lb. (431 kg)
Load Carrying Capacity 414 lb. (188 kg)
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Powertrain
Engine Thunderstorm 1203 air/oil/fan-cooled, 4-stroke, 45 degree V-twin
Displacement 73.4 cu in (1,203 cc)
Bore 3.5 in. (88.9 mm)
Stroke 3.812 in. (96.82 mm)
Peak Torque per SAE J607, North America 84 ft-lb (114 Nm)
Peak Torque RPM per SAE J607, North America 6,000
Peak Horsepower per SAE J607, North America 103 hp (77 kW)
Peak Horsepower RPM per SAE J607, North America 6,800
Compression Ratio 10.0:1
Mileage per US EPA Urban Trace, CITY
Mileage per US EPA HIGHWAY Fuel Economy Test
Intake Zero-resistance airbox
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DriveTrain
Primary Drive Type Chain
Primary Drive Ratio 1.500 (57/38)
Secondary Drive Type Constant path, 14mm pitch aramid reinforced Hibrex(R) belt with Flexten(R) Plus technology.
Secondary Drive Member Pitch Length (# of Teeth or # of Links) 135 Teeth
Secondary Drive Ratio 2.407 (65/27)
Transmission type 5-speed, Helical gear design
Transmission Ratio, 1st 2.648
Transmission Ratio, 2nd 1.892
Transmission Ratio, 3rd 1.407
Transmission Ratio, 4th 1.166
Transmission Ratio, 5th 1
Transmission Ratio, 6th
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Chassis
Front Brake ZTL ™ Braking System
Front Rotor and Caliper Configuration 6-piston, fixed caliper. Single-sided, inside-out, floating rotor.
Front Rotor Size, OD 14.77 in. (375 mm)
Number of Front Brake Rotors 1
Rear Rotor and Caliper Configuration Single-piston, floating caliper. Fixed rotor.
Rear Brake
Rear Rotor Size, OD 9.45 in. (240 mm)
Rear Suspension Type and Configuration Fully adjustable (adjustable compression damping, rebound damping and spring preload), coil-over monoshock with remote reservoir and remote spring preload adjustment.
Front Suspension Type and Configuration Fully adjustable (adjustable compression damping, rebound damping and spring preload) inverted forks.
Front Fork Slider Tube Diameter 1.69 in. (42.9 mm)
Fork Lock Availability (true or false) True
Suspension Travel, Front Wheel, Along Fork Line 4.92 in. (125 mm)
Suspension Travel, Rear Wheel, Vertical 4.92 in. (125 mm)
Lean Angle at Full Suspension Compression, Soft Contact, Left (degrees) 39
Lean Angle at Full Suspension Compression, Soft Contact, Right (degrees) 39
Lean Angle at Full Suspension Compression, Hard Contact, Left (degrees) 40
Lean Angle at Full Suspension Compression, Hard Contact, Right (degrees) 43
Frame Aluminum frame with Uniplanar Powertrain vibration isolation system – Fuel in Frame
Swingarm Description Extended XB cast aluminum swingarm. Oil in swingarm.
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Wheels and Tires
Tire Brand and Model, Front Pirelli Angel ST
Tire Brand and Model, Rear Pirelli Angel STE
Tire Size Designator, Front 120/70 ZR-17
Tire Size Designator, Rear 180/55 ZR-17
Wheel Type, Front 6-spoke, ZTL, cast aluminum front wheel.
Wheel Type, Rear 6-spoke, cast-aluminum rear wheel.
Wheel Size, Front (width x dia) (in) 3.5×17
Wheel Size, Rear (width x dia) (in) 5.5×17
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Electrical
Battery Type and Specifications Sealed Lead Acid, maintenance-free, 12-volt, 12 amp-hour (per Battery Council International rating), 200 cca.
Charging System Specifications 30-amp max permanent magnet single-phase alternator with solid-state regulator (405 watts@3,000 rpm, 405 watts peak)
Starter System Specifications 1.2 kW electric with solenoid shift starter motor engagement
Headlamp Type and Wattages (high, low and position lamp) Twin quartz Halogen (H7) 55-watt low beam, 55-watt high beam. 5-watt position lamp.
Tail Light Wattages (stop and running) Ten segment LED tail light. Running light = 0.36 Watts. Stop light = 3.36 Watts
Turn Signal Lights Type (manual or self-canceling) and Wattage Manual canceling, 10w.
License Plate Lamp Wattage 5w
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Miscellaneous
Windscreen or Flyscreen Tall Windscreen.
Warranty Term 24 months / unlimited mileage
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Colors/Finishes/Graphics
Body Work (molded in color) Racing Red, Villain Black
Frame Phantom Black Metallic
Wheels Villain Black

Triumph Rocket III Roadster 2010

Legendary British motorcycle manufacturer Triumph is introducing the baddest version yet of its 2.3 litre Rocket III, the Rocket III Roadster.The Rocket III Roadster moves out of cruiser territory and transcends into that of the ultimate muscle streetfighter. With all the power and ability of the standard model and the biggest torque figure of any production motorcycle.

Engine

The Rocket III Roadster features the most powerful version yet of the incomparable 2.3 litre, in-line, water cooled, triple. With 146bhp at 5750rpm, the Rocket III Roadster is the most powerful model in Triumph’s range – but it’s the massive torque that really separates the Rocket III Roadster from the rest. With 194Nm, more than any other motorcycle on the market, the Rocket III Roadster accelerates unlike nothing else. But despite its size, the engine is incredibly smooth as the balance, input and rear drive shaft contra-rotate against the crankshaft, which makes for minimal torque reaction.


Brakes

The Rocket III Roadster features a sophisticated anti-lock braking system that makes 100 calculations each second to ensure the rider retains full control under extreme braking. Up front, the twin four-piston calipers are mated to 320mm floating discs to deliver the sort of stopping power you’d expect from a high-performance bike. The rear brake, developed especially by Brembo, is a single twin piston caliper and 316mm disc.


Suspension

Menacingly blacked out 43mm upside down forks offer precise steering while all-new twin shock absorbers at the rear provide a comfortable and composed ride one-up or two. Combined with the mid-mounted controls and revised ergonomics, the Rocket III Roadster offers the sportiest ride of any motorcycle to proudly display the Rocket III badge.


Black Finishes

Two menacing black finishes make the Roadster the meanest looking Rocket III yet. The motorcycle is available in sparkling Phantom Black or a minimalist Matt Black option, with the stripped down, ready for action look enhanced with some equally shadowy components. From the Roadster’s 2.3 litre heart to the 43mm forks up front, the blacked out components of the Rocket III Roadster ooze classic streetfighter aggression.


Chassis

In sparkling Phantom Black or menacing Matt, the Rocket III Roadster oozes menace and quality in equal dozes. The chassis is a tubular steel twin-spine design using the engine as a stressed member for maximum stiffness and control. New ergonomics place the rider in an ideal position to push the bike effortlessly into corners, while the blacked out components perfectly match the aggressive streetfighter styling and ensure the Roadster looks as good as it goes.

Honda SS125 1967

The stamped-frame Hondas have grown more attractive with the passage of time, and the SS125 is the best looker among them. I like the efficiency of the layout, but it certainly doesn't rival the best European designs of the time for sheer sculptural beauty.

'SuperSport' didn't translate into any extra power. By the time the SS125 was introduced, the 125 twin was pretty long in the tooth and already making all the power it reliably could. Its 10,000 RPM redline was still remarkable, but all those revs only provided 16 crank horsepower and less torque than a 4-stroke twin was expected to make, especially with a 4-speed transmission.

The stamped steel frame was actually quite rigid. The flexy forks and swingarm, combined with garbage damping units and springs, made it less than sporting.