Street Motorcycle

Im not so sure that this story is going to be much of a road test. Trying to judge this thing with "faster than that / nimbler than this" parameters would be

Is this the best looking Ducati since the 916? Sound off!pretty useless. See, when straddling such a refined nostalgic distillate, a tool that seems to come straight out of a time tunnel, a moving monument to an event that happened some 30 years ago (Ducatis win in the Imola 200 race in 72), all objectiveness gets thrown out of the window and its really hard not to be extra sentimental.

Ducati has not invented the nostalgic "retro" formula, of course. In the last few years weve seen the "new Beetle" and the "new Mini" cars, and in the two-wheeled world, Triumph is having a ball with their "new twins" success. Some would add Harley-Davidson or Vespa to the list, but considering the fact that both never gave up producing their retro stuff theres no real comeback to talk about here. So in many ways Ducatis move was kind of expected and upon seeing the first photos of the "Sport Classic" series from Tokyos 2003 show I thought to myself: "Hmm. A bit predictable, aint it?" It just felt easy to blame Ducati on jumping on to the comfy nostalgia bandwagon.
As someone who drove or rode the above three examples in their original guise as well as the new cover versions, I was always left with the feeling of, "what the heck do these things have to do with the originals, for Gods sake?" For instance, take the new Mini. As a past owner of three first-series cars (62, 67 and 69) I know these road-legal go-karts all too well. They had a start button on the floor, sliding driver windows, and a steel cable to open the door. To call the new, fat and luxurious Mini a proper successor to Alec Issignosiss genial minimalist creation is a bad joke in my book. And the "new Beetle"! How could anybody dare change from rear wheel drive to front wheel drive and still call it a Beetle? How could you ever throw the tail around in the rain with the new model? Thats plain chutzpa! The new Triumph twins fare only slightly better. Yes, they are much truer to the originals but wheres the vibrating heart and soul of the old twins? Yes, said vibrations made the things leave a trail of nuts, bolts and washers in their wake but did the new models have to feel so damn castrated?

Here I stand, in front of this new Duc, my first face-to-face encounter and the thing simply punches you straight in your stomach with its no-holds-barred directness. Wham! This is no synthetic product concocted by some smooth operators in a chic marketing office. The Paul Smart 1000 L.E. feels so genuine and so much like the real thing. This is not a tool for Italio-posers with a white/green/red leather jacket full of the "rightn cool" sewn-on badges. One look at the position of both handlebars and footpegs and you understand immediately that you are about to begin a hard-core S&M session meant only for true mechano-slaves. I kneel next to the PS 1000 and this thing is transparent. If you are a bit like Jay Leno -- who claims to love scoots that you can see
Gabe wishes he looked this good naked.through -- you are going to find plenty to like in the PS 1000s spindly lines and sweet emptiness.


As someone who works in design, I can only guess that when the boss opens your office door and yells, "do a replica of a 30 year old bike, and make it snappy!" it might not sound like the most interesting project to work on. Wheres the room to create something really new? Only in the PS 1000s case, Signore Terblanche, someone who has already established a controversial reputation, and that has to leave his mark at all costs, managed to keep his over-creative tendencies in check and produce shapes that honor the original. It all goes to show that the guy understood the spirit of things without falling into the trap of anal retentive restoration. For instance, it would have been all too easy to put dual shocks in the back of the PS1000, just like in them good old days, yet the single "conventional mount" shock coupled to a double sided swing arm is a brilliant reinterpretation of the old testament. Life for Ducati would have been much simpler if they would have used the complete front end of the SS1000. But in the PS 1000 youll find a narrowed-down triple clamp that pulls the fork tubes closer and flattened, one-off brake disc carriers all in order to achieve that narrow, tall and lean look for the bikes front end. The end result is convincing. Wherever the eye rests you can see that Ducati, with an almost fundamentalist zeal, did not cut any corners or recycle stuff from the parts bin with this one. Need a last example of their dedication? Look at the tires tread. No, those arent

New triple clamps give the front end a svelte appearance.30-year-old Pirelli Phantoms (the must have rubber of the seventies), these are current Pirelli Diablos that at Ducatis special request have been manufactured with the older tread design but are third millennium stuff on the inside just for the Sport Classic series.

Thats enough with the philosophy. I drag the bike out of the downtown dealership, swing a leg over and before I even get to squeeze the clutch lever, I can hear myself cursing compulsively inside my helmet. Ill spare you the list of exotic locations to which I sent the mothers of various high-ranking people in Ducati in my cursing. I mean, you try to reach for the handlebar, bend, then bend some more all the while thinking, "Wheres the Candid Camera? This is a joke, right?" The bar height is just the beginning; I havent mentioned yet the fuel tanks length that simply stretches you inquisition-style over the whole bike. The combination of these two demonic dimensions means that the first few minutes of city riding it feels like hell has come down on earth. So you wanted to know what a real 1970s racer-on-the-road felt like? You dont need a PhD in bikeology to know that this thing doesnt mix with city dwelling. No, sir. After a short show-off spin in the city I park the Duc at home. I have it for the whole week, and its better to wait for a proper outing in the fast lanes.

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.

KYMCO Dink 200 Classic 180 (2004 - Present) Description & History:

KYMCO Dink 200 Classic 180 2004 - Present Full Specifications:
Brand: KYMCO, Model: Dink, Type: Dink 200 Classic 2004, Name Year: Dink 200 Classic 180 2004 - Present, Engine Type:  Single cylinder, air-cooled, 4-stroke, Displacement: 180 cm3, Bore Xstroke: 2.4x2.3 in OR 61.0x58.4 mm, Compression: 10.6:1, Horsepower: 10(13.8)/7250 KW(hp)/RPM, Torque: 12/6000 lb-ft/RPM OR 16/6000 Nm/RPM, Fuel System: KEIHIN VE Ø 22mm Carburetor, Gearbox: Automatic CVT, Clutch: -, Primary Drive: -, Final Drive: -, Frame: -, Front Suspension: Telescopic fork, Rear Suspension: -, Front Brake: Disc Ø 220 mm, Rear Brake: Disc Ø 200 mm, Length: 76.2 in OR 1935 mm, Width: 29.5 in OR 749 mm, Seat Height: -, Wellbase: 54.9 in OR 1394 mm, Ground Clearance: -, Weight: 298 lbs OR 135 kg, Fuel Capacity: -, Tyres Front: 120/70-12, Tyres Rear: 130/70-12.

DIMENSIONS
Length 94.5 in. (2400 mm)
Overall Width 37.6 in. (955 mm)
Overall Height 55.2 in. (1402 mm)
Seat Height:
o Laden2 25.5 in. (648 mm)
o Unladen 27.1 in. (688 mm)
Ground Clearance 5.1 in. (130 mm)
Rake (steering head) 31°
Fork Angle 31°
Trail 5.8 in. (147 mm)
Wheelbase 64.5 in. (1638 mm)
Tires (Dunlop® Harley-Davidson® Series, bias blackwall front and rear):
o Front – D402F MT90B16 72H
o Rear – D401 150/80B16 71H
Fuel Capacity 5 gal. (18.9 L) (warning light at approximately 1.0 gal.)
Oil Capacity (w/filter) 3.5 qts. (3.3 L)
Transmission Capacity 1 qt. (1 L)
Primary Chain Case Capacity 1 qt. (.95 L)
Weight:
o As Shipped 719 lbs. (326 kg)
o In Running Order 752 lbs. (341 kg)
o Gross Vehicle Weight Rating 1160 lbs. (526 kg)
o Gross Axle Weight Rating:
o Front 430 lbs. (195 kg)
o Rear 730 lbs. (331 kg)
ENGINE
Engine Air-cooled, Twin Cam 103BTM
Valves Pushrod-operated, overhead valves with hydraulic, self-adjusting lifters; two valves per cylinder
Bore x Stroke 3.875 in. x 4.38 in. (98.4 mm x 111.1 mm)
Displacement 103 cu. in. (1690 cc)
Compression Ratio 9.6:1
Fuel System3 Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner Paper, washable
Lubrication System Pressurized, dry-sump
DRIVETRAIN
Primary Drive Chain, 34/46 ratio
Final Drive Belt, 32/66 ratio
Clutch Multi-plate, wet
Transmission 6-speed Cruise Drive®
Gear Ratios (overall): U.S.
o 1st 9.311
o 2nd 6.454
o 3rd 4.793
o 4th 3.882
o 5th 3.307
o 6th 2.79
CHASSIS
Frame Mild steel tubular frame; rectangular section backbone; stamped, cast, and forged junctions; forged fender supports; MIG welded
Swingarm Mild steel, round tube sections, forged junctions; MIG welded
Front Forks 41.3 mm telescopic, “beer can” covers
Rear Shocks Hidden, horizontal-mounted, coil-over
Wheels4 (Chrome, Tubeless Profile Laced Aluminum option): Steel Laced
o Front 16 in. x 3 in. (406 mm x 76 mm)
o Rear 16 in. x 3 in. (406 mm x 76 mm)
Brakes:
o Caliper Type 4-piston front and 2-piston rear
o Rotor Type (diameter x width): Patented, uniform expansion rotors
o Front 11.5 in. x .2 in. (292 mm x 5.1 mm)
o Rear 11.5 in. x .23 in. (292 mm x 5.8 mm)
o Anti-lock Braking System Optional
Suspension Travel:
o Front Wheel 5.1 in. (130 mm)
o Rear Wheel 4.3 in. (109 mm)
PERFORMANCE
Engine Torque5 (per J1349):
o North America 95.5 ft. lbs. @ 3000 RPM (129 Nm @ 3000 RPM)
Lean Angle (per J1168):
o Right 24.4°
o Left 25.9°
Fuel Economy6
(EPA urban/highway test) 42 mpg (5.6 L/100 km)
ELECTRIC
Battery (per Battery Council International Rating) Sealed, maintenance-free, 12V, 19-amp/hour, 270 cca
Charging Three-phase, 38-amp system (439W @ 13V, 2000 RPM, 489W max power @ 13V)
Starting 1.2 kW electric with solenoid shift starter motor engagement
Lights (as per country regulation):
o Headlamp (quartz halogen) 55-watt low beam, 60-watt high beam
o Tail/Stop Lights 8W/28W
o Turn Signal Lights 28W self-canceling
o Indicator Lamps: High beam, front fender running lights, neutral, low oil pressure, turn signals, engine diagnostics, security system7 (optional), 6-speed, low fuel warnings
WARRANTY
Warranty8 24 months (unlimited mileage)
Service Interval9 First 1000 miles (1600 km), every 5000 miles (8000 km) thereafter
1 Vehicles depicted may differ from vehicles manufactured and delivered. Specifications and prices listed may differ from specifications and prices of vehicles manufactured and delivered. All product descriptions (including depictions, specifications, dimensions, measurements, ratings and competitive comparisons) are based on available information at the time of publication. Although such descriptions are believed correct, errors and changes can occur and complete accuracy cannot be guaranteed. Harley-Davidson may make changes at any time to prices and specifications, and may change or discontinue models, without notice and without incurring any obligation. Attention: Vehicles in the configurations shown and many of the accessories described in this catalog may not be available for sale or use in some locations. Please check with your dealer for complete product details and the latest information. All models feature 6-speed transmission (V-Rod® models and Sportster® models are 5-speed) and carbon fiber belt final drive; multi-plate clutch with diaphragm spring in oil bath; and 2-year unlimited mileage warranty.
2 Measurement reflects 180 lb. (81.7 kg) operator weight.
3 Recommended 91 octane or higher fuel (R+M)/2.
4 Standard and optional wheels may vary by country and region.
5 Values shown are nominal. Performance may vary by country and region.
6 The combined fuel economy numbers were derived using a combination of estimated city and highway values. Fuel economy estimates are derived from US EPA exhaust emission certification data on a sample motorcycle from the corresponding family under ideal laboratory conditions. Your actual fuel economy will vary depending on your personal riding habits, road and driving conditions, vehicle condition and maintenance, tire pressure, vehicle configuration (parts and accessories), and vehicle loading (cargo, rider and passenger weight). Break-in mileage may vary.
7 North America security system includes immobilizer; outside North America the security system includes immobilizer and siren.
8 See motorcycle owner’s manual for complete details.
9 Inspections of certain systems and components are required at 2,500 mile (4,000 km) intervals. See Owner’s Manual for full details.
Price: n $17,599 USD

TRIUMPH reworked the classic series in 2014
TRIUMPH enhances its Modern Classics series in 2014 with new colors, a more extensive standard equipment and especially a better exhaust sound. Of the facelift the Bonneville family benefits as well as the sporty Thruxton, Scrambler is also robust in 2014 with new colors and up-assessed standard.

Under the slogan "Back to the Future", the British tradition of its popular manufacturer Triumph Modern Classics series adopted for model year 2014. The legendary classics come in a variety of attractive new colors and with an optimized acoustic performance, also the standard equipment is upgraded.

Bonneville T100 - authentic tribute to a golden era


As a clear indication of its roots in the sixties, the 2014 T100 comes in the new Fusion White Gold with Aurum, which the 1964 Bonneville was already - the two wings are executed here in two colors. For the new model year, the Bonneville T100 gets new muffler donated, giving it a more powerful exhaust note. The classical touches, perfectly flashy new cooling fins, a chrome support rail and the chrome chain guard. The T100 also there is also the new Jet Black / Cranberry Red.

Bonneville - cool and chic


With only 740 mm seat height and a relaxed ergonomics, the classically-styled Bonneville is an ideal city car that can be maneuvered on 17-inch cast wheels easy. Their distinctive 865-cubic-twin delivers plenty of power for uncomplicated fun in the city and surrounding area. In 2014, the Bonneville gets the new exhaust silencer for a stronger note. This solves a real tank emblem from the previous graphics and new fins accentuate the classic British twin stronger. The new seat is comfortable thanks to a new material, which is indicated by a contrasting terms. A black support rail now comes standard with the new models that will be available in Phantom Black, Lunar Silver and Crystal White / Sapphire Blue.

Bonneville T100 Black - for the failed appearance
A very special touch gets the T100 and decorated in Jet Black Black, because it also wheels, handlebars, shocks springs, fender mounts, mirrors, support rail and the wheel hubs are black run. The optimized acoustics and the wonderfully contrasting cooling fins of the 2014er model refinement make the striking appearance completely.

Thruxton - Retro Racing at its best

Triumph thruxtion 2014

This legendary café racers of the sixties derived model exudes earthy racing atmosphere with its 865-cm3-twin, sporty alloy wheels, the ambitious seating position and the adjustable rear suspension. To the subtle refinements for 2014 include a satterer sound from the revised megaphone exhaust silencers, attractive fins of the Bonneville family and a chrome chain guard. A handlebar cover in body color with sporty trim is now like the humps cover as standard. Available in Phantom Black and Brooklands Green.


Scrambler - still classic

2014 triumph scrambler

The modifications reflect the scrambler with black handlebars, rims and hubs, as well as the cover of the rear brake cylinder against the "Back to Black" philosophy. A new seat with embossed Triumph logo on the tail promotes relaxed attitude, the robust claim underpins a clear anodized motor protection together with the new color options and Pacific Blue Lunar Silver Matt / Diablo Red