Street Motorcycle

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

Few motorcycles can boast the heritage of Yamahas Virago: The first version of this machine was introduced in 1981, four years before Harley-Davidsons Evolution engine hit the scene. The Virago even had a Softail-style suspension back then, though it was actually just Yamahas clunky mono-cross single-shock tail, which later bowed out for a more fashionable twin-shock setup. Could all this have been the seminal influence for the Harley designers of the Reagan era?

Well, probably not. But it tells how long the Virago has been around. Perhaps the Virago has survived so long in Yamahas lineup because of its low profile. Certainly, the styling doesnt scream "Harley Clone" or "Nostalgia Cycle," but rather allows the rider to make his or her own mind up. In a decade and a half the twins engine has grown from 750 to 1100cc, and the few minor bugs it originally had have been fixed. The result is the well-sorted unit found in the 1996 Virago 1100 Special. The motor dominates the Special in every way. Cosmetically, the engines numerous chromed pieces draw attention to the V-twin. Without a downtube out front, the forward cylinder seems to be bursting free from the chassis. The nicely swept front header only emphasizes the point. Once you actually ride the bike, the engine continues to dominate the experience, and thats a good thing. Quite simply the bike has more than enough power -- all the time. Twist the throttle, any time, any gear, and the bike pulls forward eagerly. It will even rev to 7000 rpm with only minimal complaint, though at this elevated engine speed it seems you can half-hear the engine muse about the psyche of anyone who would run it above 4000 rpm. The bike will even pull wheelies off the line: rev it up, dump the clutch, and the front wheel will loft every time. In other words, the motor is what you would expect from those wonderful folks who gave you the V-Max.
And when it comes time to stop or turn, you can almost hear those same wonderful folk saying "see, we can even make it handle, too." The front discs are a pair of purposeful-looking (if small) drilled rotors that haul the Virago down from speed only at the expense of a somewhat wooden feel and high lever effort. With a firm four-finger squeeze there is good retardation available, but it is almost immediately sabotaged by the stock Bridgestone Exedras, which will squeal and lock up well before maximum braking effort is found. At least when the front does lock up, it does so undramatically; ease off the brake and youre ready to grab some more. Out back the rear tire locks even more easily than the front, shortchanging the rear drums excellent stopping power. Overall, we found the big Virago to have good brakes with useful feel; its the OEM Bridgestones that disappoint.
The Viragos handling is as good as youd expect from a long wheelbase cruiser. When you build a bike with a low seat height and raked-out forks as design features, its unfortunately true that ground clearance and flickability cannot always be part of the package. This is somewhat true of the Virago. Once the rebound damping is clicked up to position 3 or 4 (something that can be adjusted from the seat at a stop light), the rear shocks handle the task of keeping the rear end on the road admirably. The engine is still able to have its way with the rear wheel thanks to the rear drive shaft and crummy tires, but the shaft effect is not unusually disconcerting. The front end pogos when pressed, sacrificing handling for a softer ride. The low speed handling and stability, however, are superb. It is easy to roll the machine through a U-turn so tight the inside peg scrapes.
Ergonomically, the Virago is sound. The broad and thickly padded stock seat looked and felt pretty good. It was a pleasant place to put ones rear end as the miles rolled by, though as with all cruisers, a bedroll behind your back is the hot ticket for comfort on a long ride. Fortunately for your sagging stomach muscles, the smallish gas tank requires a stop every hundred miles or sooner.
Handling and roadholding are secondary though, to the cruiser aficionado. First and foremost, is the look. If you feel like changing the look of your Virago, there are numerous choices available from Yamahas accessories catalog. The company didnt have to offer us twice. We ordered up a bevy of pieces to sample on our 1100 Special.
The windshield was excellent, raising the freeway comfort level to a license busting 85 mph, at which point handlebar vibration and not the wind ended the fun. The fork-mounted tool pouch also cleaned up the front end, and even freed up a small amount of space in the rear tool box under the sissy bar. About enough to stow half a sandwich as emergency rations. We needed more, so on the back of the sissy bar we mounted Yamahas sturdy parcel rack which was cosmetically inobtrusive and looked as if it belonged. The leather lever covers were less successful: after only a few days, the clutch-side cover rotated and slipped loose, thus looking more street punk than street cruiser. The cover ties were not leather, but rather some sort of nylon strands encased in rubber. They soon frayed.
The saddle bags disappointed. The shock-tower-following lines made it almost impossible to get a substantial load aboard. The bags wont hold an 8x10" envelope without bending it, the zipper-covered-by-two-buckles closure system is fussy, and the bags wont win any style contests. Oh well, back to the bungees.
We also decided to order up one of Corbins Dual Touring Saddles. The first thing we noticed about this saddle was how narrow it was. Breaking out the tape measure, we found it to be about two inches narrower than the original. The DTS also has a nice, deeply scooped profile, while the stock seat is rounded, with a nearly convex seating surface that caused some staffers to howl in pain after a couple lengthy stints in the saddle.
Installation of the Corbin DTS was simple, as the seat is a bolt-on replacement for the stocker. We had some minor fiddling to do with fitting the seat to the bike, but didnt need to bend or cut anything to make the seat slide on. The DTS has a distinctive diamond pattern stitched into the seat; whether it is better than the clean lines of the stock unit is a matter of taste. Corbin recommends a 2000-mile break-in period for its saddles, so well let you know how it feels once sufficiently pounded by the rapidly spreading editorial backside.
Cruisers are in a class by themselves, when it comes to comparison. There are no empirical rules, no performance guidelines each bike must pass, and as far as we can see, no reason why the eighties-style Virago is any more or less up to date than the fifties styled cruisers now coming out of Japan. What can we say? So far, the bike is a very enjoyable ride. Sometimes you wonder about the the looks of the Virago, and maybe even wish for better tires or a better-damped front end. But twist the throttle, and you remember why this big twin is so much fun.
Specifications:

Manufacturer: Yamaha
Model: XV1100 Virago Special
Price: $8199 (U.S.)
Engine: Air-cooled SOHC, 75 degree V-twin
Bore x Stroke: 95.0 x 75.0 mm
Displacement: 1063cc
Carburetion: Dual 40mm Mikuni
Transmission: 5-speed - shaft drive
Wheelbase: 60.0 in.
Seat height: 28.1 in.
Fuel capacity: 4.4 gal.
Claimed dry weight: 487 lbs.

With the introduction of its new Royal Star line, Yamaha has thrown its hat into the fray of the "American born" retro-style, heavy-duty thunder-cruiser class, joining the likes of the Honda Ace, Suzuki 1400 Intruder, and redesigned-for-96 Kawasaki Vulcan 1500.
Yamaha claims the Royal Stars long, low and wide styling was conceived and developed by full-sized American riders(?). Were not sure what theyre implying with that statement, but itll be these "full-sized" riders (along with their full-sized beer bellies?) who will most appreciate the Stars roomy accommodations. With the wheelbase of a stretch limo (66.7 inches) the Royal Star has the extra leg space many taller riders pine for.
Style and comfort were the Number One priorities when Yamaha engineers designed the Star. Style is oh-so-important in the ultra-cruiser class - that "American Classic" H-D look that all the manufacturers are trying so desperately to imitate. For good reason too, style sells bikes. The Royal Star has plenty of that "classic" style too. Large floorboards, heel-toe shifter, fat tires, deeply drawn steel fenders, a large plush saddle and oversized fuel tank accentuate the look, while staggered exhaust pipes exude style as well as a deep rumble. Yamaha even added bolt-on finned castings to give that air-cooled look to the water-cooled V-4; in the open cruiser class, you gotta have it.
 The Tour Classic edition of the Royal Star family adds a slightly different twist by blending both cruising and touring via factory installed upgrade options. These include retro-style saddlebags with a hidden, stiff inner liner that retains their shape when the bags are empty, large touring windshield with lower wind deflectors (which are adjustable for height and angle), custom seat and passenger backrest, chrome plated engine guards, and an enhanced chrome package. Ahh, the chrome -- its triple-plated and its everywhere, including the engine cases, fender tips, handlebar ends, and even the side stand. Gotta have it.
With the Royal Star, Yamaha applied a new idea they call their "Elemental Design" concept, "giving each component its individual strength and freedom" according to a factory press release. Yamaha states this concept opens the door for customizing/personalizing -- an important aspect of the cruiser class. Yamaha is ready, with a full catalog of Star Accessories. Yamaha is offering an unprecedented 5-year Unlimited Mileage Warranty with the Royal Star as well.
On the road the Star typifies the cruising experience. Its long, low style gives a kicked-back, relaxed and stable feel. The adjustable windscreen is very effective at lower speeds and the roomy, soft ergonomics of the Star make you feel as if youre riding a Lazy Boy recliner down the road. The large 1294cc V-4 engine, straight out of Yamahas Venture touring model, is tuned for boulevard cruising low rpm torque, coupled with the wide-ratio five-speed gearbox it turns a sedate 2500 rpm in top gear at highway speeds. The four chromed exhaust pipes give off a deep rumble, and sound is an important factor in the thunder cruiser class. A lack of roll-on punch from the big V-4 was a bit disappointing, making it difficult to pass traffic on two-lane country roads with fully loaded saddlebags and passenger.
The suspension is also tuned for the boulevards, giving a soft, supple ride around town. The Royal Star Tour Classic is a bit of a brute, weighing in at a burly 725 pounds. With extremely limited ground clearance and soft springing and damping rates, it demands to be ridden at a slow, relaxed pace. If you dont, youll quickly have the Star grinding hard parts while you and your passenger are bouncing off the shocks bump stop. You simply cannot travel briskly on this beast. Nor will you want to. Brakes are standard Yamaha four-piston units, with dual discs up front, and a large, very effective 320 mm disc in back.
Long-range touring is not in the cards on the Royal Star Tour Classic either. The fat-bob style fuel tank may look huge, but it only holds 4.8 gallons, and its ready for a refill after only 120 miles. We found, too, that comfort diminishes in direct proportion to speed. Above 65 to 70 MPH, wind spilling around the large windscreen buffets the riders head. Similarly, engine rumble/vibration at highway speeds had our feet shaking off the floorboards, forcing us to make a conscious effort to hold them on, leading to fatigue and frequent stops.
The Tour Classics specialty will be in tranquil short-range tours or day rides, where looking good is just as important as getting there. Civilians liked the Royal Stars retro styling and clean, simple looks. The Star delivers a smooth, comfortable, relaxed ride - as long as speeds are kept low. We enjoyed the Royal Star Tour Classic; it could be a real winner in the ultra-cruiser class - but were holding out to see how it stacks up against the competition.
Specifications:
Manufacturer: Yamaha Model: Royal Star Tour Classic Price: $15,399.00 Engine: DOHC, water-cooled V4 Bore x Stroke: N/A Displacement: 1294cc Carburetion: Four 28mm downdraft carburetors Transmission: 5-speed, shaft drive Wheelbase: 66.7 in. Seat height: 28.5 in. Fuel capacity: 4.8 gallons Claimed dry weight: 725 lbs.

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

BIMOTA YB9 SRi 599 (1996 - 1998) Description & History:

BIMOTA YB9 SRi 599 1996 - 1998 Full Specifications:
Brand: BIMOTA, Model: YB, Type: YB9 SRi 1996, Name Year: YB9 SRi 599 1996 - 1998, Engine Type:  4-inline, 4-stroke, liquid-cooled, Displacement: 599 cm3, Bore Xstroke: 2.44x1.95 in OR 62.0x49.5 mm, Compression: 12.0:1, Horsepower: 78(106)/12500 KW(hp)/RPM, Torque: 47.4/10000 lb-ft/RPM OR 64/10000 Nm/RPM, Fuel System: Electronic Injection, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: -, Rear Suspension: -, Front Brake: Dual Discs With 4-piston Calipers, Rear Brake: Single Disc With 2-piston Calipers, Length: 81.9 in OR 2080 mm, Width: 31.9 in OR 810 mm, Seat Height: 31.9 in OR 810 mm, Wellbase: 55.5 in OR 1410 mm, Ground Clearance: -, Weight: 385 lbs OR 175 kg, Fuel Capacity: 5.3 gallons OR 5.3 L, Tyres Front: 120/70-17, Tyres Rear: 180/55-17.