Street Motorcycle: review

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Friday, June 20, 2014

Review Monster 796 Rossi MotoGP Replica

As a famous Racer Rossi select Monster 796 you want to try...?
According to Ducati, the Monster 796 produces 87 hp at 8,250 rpm and has 58 ft-lb. of torque at 6,250 rpm, compared to the Hypermotard 796’s 81 hp at 8,000 rpm and 55.7 ft-lb. at 6,250 rpm.Like its larger sibling, the M1100, the Monster 796 has a single-sided swingarm
The new Monster 796 will be available in Ducati Red, arctic white silk or diamond black silk, each with the classic red trellis frame. Ducati is also offering a series of customized graphics called “Logomania”, the second part of the Project Monster Art collection.
The Monster Art kits offer a number of options based on classic bikes from Ducati’s past. Also available for the Monster 1100 and Monster 696, the kits include tank covers, a mudguard, a micro-bikini fairing and seat cover.

MCN Ride Review
“The twisting mountain roads on the outskirts of Bologna prove to be a very practical test for the Monster 796; the third example of the present Monster range. There hasn’t been a Monster to fill the gap between the 696 and the 1100 since the demise of the Monster 750 several years ago. Ducati claim the Monster 796 is as easy to ride as the 696 but with greater performance and this is exactly how the 796 feels to ride.
“The bike has a strong spread of torque and makes the gears feel taller than they are. It pulls cleanly through the midrange and acceleration is strong – easily enough to make you smile as you barrel through – and between – the twists. This engine is perfectly suited to the stiff chassis of the traditional trellis frame and obligatory single sided swing arm. All in all, it’s a bike made to make you smile – and does so with ease. I like it.

While the Monster 796 is fitted with the micro-bikini fairing and single seat cover as standard, it also features a new seat designed with a comfort-enhancing shape, further accentuated with stylish red stitching. Furthermore, the rear sub-frame has been constructed ready to accept new accessory grab-handles designed to provide a confidence-inspiring grip for the passenger, while blending into the natural line of the rear-end.

2011 Monster 796 in 13 Colors

The new Monster 796 comes in traditional Ducati red, new arctic white silk or diamond black silk with all three colors against a red Trellis frame and black wheels, which feature a new red flash around 60° of the rim side, creating a red stripe at speed. Monster Art extends the 3 standard colors to 13 with the new collection, ‘Logomania.

Further aesthetic enhancements come from the footrest hangers finished in matte black to match the rear sub-frame and single-sided swingarm, new Ducati logo on the front mudguard and the Tricolore displayed proudly on the single-seat cover and fuel tank.

The 2011 Ducati Monster 796 will be slotted into the lineup between the 696 and 1100 models, both of which will still be produced. The new Monster is powered by an air-cooled Desmodue 796 engine, which first debuted in the Hypermotard 796 in late 2009.

Review Kawasaki Ninja 1000 2012

Kawasaki Ninja 1000 -2012

This is the view of Kawasaki Ninja 1000 2012 :

From the earliest days of Japan Inc.’s legendary chokehold on the open-class streetbike category, Kawasaki has been right there, building motorcycles that have blown away the press, the public and nearly every performance record of note. From the original Z-1 to the ZZR®1200, these do-it-all motorcycles combined the power, handling, comfort and aesthetic appeal that repeatedly dominated their categories.

And in the case of the ultra-capable 2012 Ninja® 1000, little has changed.

Like the original – and highly acclaimed – Ninja 1000 of 1986, the 2012 version delivers a dominating mix of power, handling, looks, technology and rideability. Here’s a sportbike that delivers an aesthetic uppercut the instant you lay eyes on it – and then follows up the punch with brilliant all-around performance you’ll quickly learn to love. And for those who want the ultimate in braking technology and performance, Kawasaki offers an ABS version of the Ninja 1000 for 2012. This system offers confidence-inspiring braking action on all types of surfaces.

The Ninja is blessed with rideability – an incredible blend of ability on the street and extreme ease of operation. The source of all this two-wheeled goodness is Kawasaki’s own – and now legendary – Z1000 super standard, the engine and chassis platform upon which the Ninja 1000 is based. The Z1000 has earned some of motorcycling’s highest accolades, including the prestigious Motorcycle of the Year "MOTY" award from Motorcyclist magazine and a slot in Cycle World’s Ten Best collection as the "Best Standard" for 2010 and 2011. With guts like that, it’s easy to see where the big Ninja’s impressive chops come from.

With the Z1000’s impressive engine and chassis package as a starting point, Kawasaki engineers added beautifully swooping bodywork and a handful of brilliant features (including optional ABS this year), all of which combine to make the 2012 Ninja 1000 an amazingly capable all-around sporting machine.

Power comes by way of a highly advanced inline-four – a 1,043cc, DOHC, liquid-cooled, 16-valve engine featuring a long-stroke design for instantaneous power, a smooth-shifting six-speed gearbox with ideal ratios, and no-fuss electronic fuel injection for absolutely seamless throttle response – warm or cold. There’s plenty of power, too – way over 100 rear wheel horses.

But this engine’s magic is more about flexible and easy-to-use oomph than simply peak horsepower numbers. This dead-reliable inline-four produces the sort of power that launches you out of corners and away from stops in a way that’ll keep you entertained – and your riding buddies impressed – for years to come. At seemingly every rpm level, the Ninja 1000 engine produces smooth, instant-on thrust many hardcore sportbikes simply can’t match.

Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and a cool air intake system that routes fresh air to the airbox via ducts at the front of the bike. A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability Kawasakis are known for.

Like the superb-handling Z1000, the Ninja 1000 features an advanced aluminum frame similar in design to the Ninja ZX™-10R’s. The lightweight assembly curves over the engine, cradling it from above and bolting solidly to it in three places, with a rubber-backed fourth mount provided for added vibration isolation and torsional rigidity. This design allowed engineers to keep the bike’s waist narrow for superb rider interface and maximum comfort and control. The main frame and swingarm pivot pieces are cast as a single unit, with welds eliminated wherever possible for seamless aesthetics.

The wheels, brakes and suspension bits that allow the Ninja to move so gracefully and swiftly are truly state-of-the-art. Suspension is handled by a fully adjustable 41mm inverted fork up front and a preload- and rebound-adjustable single-shock system in back, the ideal scenario for dialing in the perfect settings for your weight and riding style. The single-shock system features a damper mounted nearly horizontally above the swingarm for optimal mass centralization and heat resistance. The gas/oil shock offers superb wheel control whether you’re hammering along some deserted backroad or bopping along a pothole-infested city street. On the Ninja 1000, you’ll always know what’s happening at the contact patches.

Stopping power is provided by race-spec brakes – 300mm petal-type rotors up front squeezed by ultra-rigid radially mounted calipers fed hydraulic pressure by an equally race-spec radial pump master cylinder. In back is another tech-savvy disc. Braking power and feel at both ends is amazing, giving rookies, pros and everyone in between a feeling of supreme confidence. And new for 2012, the Ninja 1000 is available with confidence-inspiring optional anti-lock brake system (ABS).

The wheels working with those brakes – lightweight six-spoke supersport-style units – are also the latest in lightweight production technology. They not only reduce unsprung weight, which allows the suspension to function optimally, but carry the latest in radial tire technology. The result is superb grip, precise handling and reasonably long tread life.

But easily the most stunning aspect of the Ninja 1000 is its sleek, wraparound bodywork. Designed with an eye on Kawasaki’s race-ready ZX-6R and ZX-10R, the Ninja offers a thoroughly radical look, but one that’s unique and memorable. Despite the edgy, rakish look, the bodywork carves a surprisingly large hole in the atmosphere, giving riders a quiet cocoon in which to work. A manually adjustable, 3-position windscreen helps, allowing riders to pick just the right setting for their height and riding style. Faired-in front turn signals, a ZX-6R-spec front fender, a stylish tail-section and a full-featured instrument panel right off the Ninja ZX-6R (with custom graphics, of course) complete the look.

And despite its radical look, the Ninja 1000 offers surprisingly comfortable ergonomics. The handlebars are mounted higher than on a true supersport machine, the pegs a touch lower, all of which makes the Ninja 1000 a capable short-haul tourer, and certainly a sportbike you can spend the day aboard without undue strain. To sweeten the day- or weekend-trekking deal even more, Kawasaki offers a line of optional touring-oriented accessories, including hard-case saddlebags and top trunk, heated grips and more.

It’s rare to find such all-around functionality in a sporting motorcycle today. But the 2012 Ninja 1000 is a different beast – one with wide-ranging talent in sport, sport-touring and commuting roles. As Motorcyclist magazine wrote recently: “In the real world we ride through every day, it doesn’t get much better than the Ninja 1000.”

Supersport Seduction with Everyday Versatility

The Ninja 1000 ABS offers street riding excitement wrapped in seductive full-fairing styling that embodies its sporty performance. Add a number of convenience features and the result is a unique package more than able to satisfy a riders every desire.

Whether looking to move on from a supersport or super-naked ride, or step up from a mid-size sport model, the Ninja 1000 ABS offers the performance and versatility for a fuller bike life than ever experienced.

Kawasaki Ninja 1000 ABS Features and Benefits

Key Features

• 1,043cc inline-four with DFI® offers prodigious torque for effortless passing and backroads entertainment
• Lightweight aluminum frame is narrow and tuned to transmit optimal feedback to the rider
• Fully adjustable inverted fork has settings designed for sporty performance and ride quality
• Design of horizontal back-link rear suspension contributes to mass centralization
• Radial-mounted front brake calipers combine with the radial-pump front brake master cylinder to offer superb control and feel
• Sleek, supersport styling gives the Ninja® 1000 a distinctive look
• Relaxed, upright riding position contributes to all-day comfort
• Larger fuel capacity offers substantial range
• Windscreen is adjustable to three positions, allowing for optimum wind and weather protection

DOHC, 16-valve, 1,043cc Engine

• Liquid-cooled inline-four offers true open-class power from idle to redline
• Easily accessible torque offers instant thrust for maximum rider satisfaction
• Bore and stroke dimensions of 77.0 x 56.0mm offer an ideal balance of peak power and low
• and mid-range flexibility
• 38mm Keihin throttle bodies cram the air/fuel mixture directly into combustion chambers via downdraft intakes for maximum power
• Oval sub-throttles help keep the engine slim, and a slim midsection allows an ideal bike/rider interface for maximum comfort and control
• Engine’s rev limiter comes into play “softly,” providing usable overrev character because power doesn’t drop off suddenly at high rpm
• The engine’s relatively low crankshaft position allows a moderately long stroke without adding engine height
• A secondary engine balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration and contributes to rider comfort

Cool Air System

• Intake system routes cool air to the airbox via ducts in the fairing, minimizing performance loss due to heated intake air
• Duct positioning – close to the rider – allows the intake howl to be heard and enjoyed
• Airbox resonator reduces noise at low rpm and enhances intake sound at higher revs

Exhaust System

• The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end caps maintain the quad-style image
• Main and pre-catalyzers ensure cleaner emissions
• Thanks to the under-engine pre-chamber, silencer volume is reduced, and silencer weight is low. Exhaust system offers excellent mass centralization and contributes to a low center of gravity

Slim-type Fuel Pump

• Slim-type fuel pump features an integral fuel gauge
• Fuel tank design and slim-type fuel pump minimizes dead volume inside the tank; fuel capacity is 5.0 gallons

Bodywork

• Supersport-style full-fairing bodywork gives the Ninja 1000 a distinctive, head-turning look, and also offers plenty of wind and weather protection for short-tour ability
• The fairing’s slat-style leading edges direct wind around the bike, allowing the fairing to be narrower at the middle
• The fairing flares at the rear, keeping hot engine air off the rider’s legs
• Front turn signals are integrated into the fairing and are attached to the inside of the fairing with rubber mounts that minimize damage if the bike falls over
• ZX-6R-spec front fender contributes to excellent aerodynamics and racy looks
• Slim and compact tail cowl moves mass physically and visually toward the front of the bike
• LED taillight features red bulbs and a red transparent lens
• Slim rear fender gives the bike a light-looking rear end
• Windscreen is manually adjustable for optimum wind/weather protection
• Windscreen has three available positions spanning approximately 20 degrees and ranging from sporty to maximum wind protection. Adjustment can be done by hand (no tools required) by depressing the release button below the instrument panel. Windscreen adjustment should always be done with the bike stopped

Aluminum Backbone Frame

• Aluminum backbone frame is similar in concept to the Ninja ZX-10R’s, and helps make the bike narrow and easy to grip with the knees for maximum rider comfort and feedback
• The frame is lightweight and highly rigid, and uses the engine as a stressed member for solid handling and optimum stability
• Frame elements are tuned to transmit optimal engine feedback to the rider
• The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
• Welds were eliminated wherever possible for simplicity and appearance; the frame beams and swingarm brackets are single die-cast pieces
• The new frame uses four engine mounts, three of which are rigid, one of which (the upper rear crankcase mount) is rubber
• Rear subframe is a three-piece aluminum die-casting assembly that’s light, strong and optimizes mass centralization
• The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground

Horizontal Back-Link Rear Suspension

• All-new rear suspension design positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
• Visible from the outside, the horizontal monoshock contributes to the Ninja 1000’s ultra-sporty appearance
• Linkage characteristics are the same as those of a standard Uni-Trak® system: Wheel movement versus shock stroke is the same ratio
• The shock features stepless rebound damping and spring preload adjustability for a custom-tuned ride

Fully Adjustable 41mm Fork

• The Ninja 1000’s inverted fork is adjustable for compression damping, rebound damping and spring preload – and is protected from harm by a cool-looking shroud
• Settings are designed for both sporty performance and ride quality

Rider Interface

• Separate, raised handlebars contribute to the sporty, comfortable riding position; bar stays are mounted to the fork tube tops, which extend above the top clamp
• A thick urethane seat provides a high level of rider and passenger comfort
• Tapered-type grips, like those used on supersport models, offer a more direct feel
• Ninja ZX-10R-style footpegs with knurled surfaces offer secure grip, direct feel and control, and no-nonsense looks
• The passenger footpeg brackets incorporate convenient luggage hooks

Instrumentation

• Sporty instrument panel features a large analog tachometer and multi-function LCD screen. It’s a design based on the ZX-6R’s unit, but which features original graphics and coloring
• Functions include speedometer, tachometer, fuel gauge, odometer, clock, dual trip meters and warning lamps
• Hazard switch located on left bar pod

Brakes

• 300mm front petal-type brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30mm)
• A radial-pump front brake master cylinder contributes to the superb control and feel offered by these high-end calipers
• The rear brake is a single-piston, pin-slide caliper gripping a 250mm petal-type disc. The caliper is mounted below the swingarm, and located by a torque rod

Anti-Lock Braking System (ABS)

• Small and lightweight ABS unit with a high-spec ECU is capable of detailed calculations for ultra-smooth operation
• A low-battery mode maintains ABS function as best as possible when the battery charge is low. In this mode, ABS timing and pressure relief functions are maintained to help preserve brake effectiveness (although riders will notice that ABS operation is less smooth than in normal mode)

Large-volume Fuel Tank

• Five-gallon (19L) fuel tank offers substantial range
• Steel construction facilitates use of magnetic tank bag
• Tank shape (flared edges and a trim shape at the back) allows riders to easily grip tank with their knees

2012 Yamaha WR450F Review Specs Photos Price

2012 Yamaha WR450F Review, Specs, Photos, Price - 2012 Yamaha WR450F pictures, prices, information, and specifications. Here is information on the 2012 Yamaha WR450F. If you want to get a quote on a new 2012 Yamaha WR450F use our Build Your Own tool, or Compare this bike to other Sport motorcycles.

2012 Yamaha WR450F Review

Yamaha is showing some solid dedication to cross-country with the discharge of this bike. In fact, the 2012 WR450F unharness breaks a stalemate of Japanese innovation, improvement and excitement within the cross-country section. The last new model - and therefore the solely fuel-injected version – we’ve seen from Japan was the Suzuki RMX450Z that debuted in 2010 as a motocrosser in disguise and is currently off the yankee market altogether. Honda’s CRF450X may be a workhorse for the large red complete, however it hasn’t modified way more than with minor tweaks here and there. Kawasaki’s KLX450R came quietly into the market in 2008, and we’ve had no a daring new graphic from Team inexperienced since. Yamaha itself hasn’t really free a replacement WR since 2007! This bike is due , and therefore the Yamaha trustworthy will finally be stoked.

While Yamaha has taken its sweet time delivery the new WR450F to promote, it looks it’s done thus with direct intention. The WR family has been a beacon of responsibleness, durability, client satisfaction and ease-of-use for an extended time. within the most-previous rendition, the WR450 specifically enjoyed a more-than-capable atomic number 13 frame that unbroken the bike feeling new for years. The motor may be a workhorse, manufacturing ample ponies through nice carburettor performance and a solid ride across the board with plush suspension tunable for nearly any use. Stability is king with the WR, and straight-line performance has neer been a matter. Neither has responsibleness with the standard five-titanium-valve plate giving many hours of perfect performance to most. Add in a very highly-functional enduro pc, good stock headlamp, comfy ergos for a variety of pilot sizes, and you begin to visualize why Yamaha didn’t mess with the bike see you later.

However, the recent WR has its limits if used for quite simply a dependable dirt bike. It’s serious by sport standards and doesn’t exude total confidence within the tightest of trails with the very best potential for tip-overs as a result of its sheer mass. its low-slung and at risk of finding the sting of ruts ahead of others, and it had a case of the wallows if ridden past stock suspension valving limits or speed.

2012 Yamaha WR450F Specifications

Year

Manufacturer

Model

Engine Type

Engine Displacement

Bore & Stroke

Compression Ratio

Cooling

Fuel System

Ignition

Starting System

Transmission

Final Drive

Rake and Trail

Wheel Base

Seat Height

Front Suspension

Rear Suspension

Front Brake

Rear Brake

Front Tire

Rear Tire

Fuel Capacity

Dry Weight

MSRP

2012

Yamaha

WR450F

DOHC 4-stroke; 5 titanium valves

449cc

95 mm x 63.4 mm

Liquid-Cooled

Fuel Injection

CDI

Electric

Constant-mesh 5-speed; multiplate wet clutch

57.7 in.

37.8 in.

Inverted fork; fully adjustable

Single shock; fully adjustable, 12.0-in travel

Hydraulic single disc brake

80/100-21M

120/90-18M

2.1 gal.

273 lbs. (Wet)

$8,090

2012 Yamaha WR450F Prices

The WR is actually new for 2012 and includes a affordable MSRP of $8,090. Adding consumer-demanded elements like fuel injection system, additional nimble handling, a lighter feel, higher suspension Associate in Nursingd an updated look to a historic entertainer within the cross-country world ought to prove engaging to new and recent Yamaha WR consumers alike—even those who might need thought-about going orange. If you’re gazing bottom-line numbers and performance, Yamaha is a pretty alternative. And if you’re curious about sport, Yamaha has been paying special attention to you.

2012 Yamaha WR450F Photos Gallery

Unforgettable date with the Kawasaki Ninja 250R Review

A comprehensive review of the Kawasaki Ninja 250R after spending a full day on it..

Synopsis:

1. Duration over which I had the bike with me: 24 Hrs

2. Kms travelled: 160 Kms

3. Ridden in: City Traffic/Open highway, Daylight/Night, Single/with Pillion

4. Lasting impression: Without any doubt, "The Best Motorcycle (till 250 cc) that I have ever ridden"

5. Pleasant surprise: The Ninja 250R is the first motorcycle which has impressed my wife..!!

Verdict:

Twice better than the Yamaha R15 in every aspect

Hoped it was priced twice the Yamaha R15 as well..

How did it all start: I had ridden the Kawasaki Ninja 250R just a couple of months after it was launched in India. But since I did not have any photographs of that ride, I never posted about it on my blog (I make it a point to support whatever I ride with photographs).

A couple of days back, me and my wife paid a visit to a friend who lived in Pune and also owned a Ninja 250R. I persuaded him to give his year old Ninja 250R to me for a full day. Accordingly I also got in touch with another biker friend of mine Gourab Das (MG_Biker1806 from xBhp.Com) who also has an interest in photography.

The photographs posted have been clicked by him. The location of the photo shoot is around the hills of Lonavala (near Pune).

Looks: Drop dead gorgeous..!!

Sexy..!! Thats how I would like to rate the looks of the Kawasaki Ninja 250R. The Kawasaki Ninja 250R looks like a genuine and honest slightly scaled down replica of the 600 cc Kawasaki Super Sports, the Ninja ZX-6R. Unlike the Yamaha R15 the Ninja 250R doesnt look small or out of proportion in parts.

The lines of the baby Ninja is sinuous, seductive and a treat for sore eyes. The stance of the bike is aggressive and like a big cat about to pounce on its hapless victim. My wife was in fact quite amused with the kind of attention the bike generated wherever we went.

And yes, "Lime Green" is the color for me on the baby Ninja..!!

Riding stance, ergonomics: "A boon from heaven for short guys + roomy enough for tall guys..!!"

The twin bulb, 55 watt headlight dazzles the darkest of nights

The low beam remains permanently "ON" (mandatory by law in foreign markets)

Strangers on the road remind you that the headlight is "ON" (irritating)

A high beam flasher is NOT provided..!!

My friend to whom the Ninja 250R belongs is a 6 ft tall guy and finds the Ninja roomy enough to ride. At first glance the Ninja 250R looks big and a bit intimidating for a 5 ft 5 inch guy like me. But swinging a leg over the baby Ninja will put a huge grin on the faces of vertically challenged guys..!!

The Ninja 250R has been designed keeping in mind the beginners (in developed nations like the USA) to the world of motorcycling which also includes ladies. The result is a low seat height with a seat which narrows towards the front. This means that short guys and petite ladies can easily put both their feet firmly on the ground.

The photographs show how comfortable I was on the baby Ninja with both feet flat on the ground.

The riding stance is on the sporty side for an Indian bike. The rider is invited to reach for the clip on handlebars and coupled with the rear set footpegs, the riding stance definitely mimics its bigger Super Sports siblings. Having said that, the riding stance on the Ninja 250R is as NOT as aggressive and cramped as a 600/1000 cc Super Sports motorcycle. The riding stance is sporty yet comfortable enough for everyday riding and also for long rides.

Handling, Stability: "Awesome..!! Simply the best handling motorcycle in India"

When the Yamaha R15 was launched in India in 2008, it set new standards in terms of handling among Indian motorcycles. Armed with Indias first perimeter frame and link type monoshock suspension, the R15 showed how a race/track bike should handle.

The Ninja 250R does not employ any exotic chassis/frame like a trellis or perimeter frame. Its chassis is made of tubular steel. In spite of its simple chassis, the Ninja 250R is so well balanced and stable that it feels a notch above the R15 in terms of handling..!!.

I have ridden a couple of 600/1000 cc Japanese Super Sports bikes before. And the Ninja 250R gives you that feeling of riding a big bike. The handling of the bike is so stable and forgiving around corners that any Tom-Dick-Harry will feel like Valentino Rossi. I tried upsetting the balance of the bike while cornering, but the bike remains rock steady and holds its line without any fuss.

The disc brakes on the front and rear on the Ninja 250R do a very good job of stopping the bike from triple digit speeds without any nervous moments.

The Ninja 250R is so forgiving in terms of handing that at a point one could almost get bored..!!

Engine Performance: "At 140 Kmph, youll be lulled into thinking that you are doing 90-100 Kmph..!!"

The twin cylinder 250 cc engine of the Ninja 250R feels like a regular 150 cc Indian bike till about 70 Kmph.. till that point there is not appreciable surge in acceleration. But the real fun actually starts at 70 Kmph and goes on effortlessly till 140 Kmph. If you do not look at the speedometer you might be fooled into thinking that the bike is doing around 90-100 Kmph when actually its doing 140 Kmph..!!

Duck into the windscreen on an open stretch of around 1.5-2.0 Kms, and one can easily see a speedo indicated top speed of around 160 Kmph.

The power & Torque has been spread thinly and evenly like precious metal over its 6-Gears and 13,000 rpm redline. The engine remains quite smooth right to its 13,000 rpm redline with only a very slight buzz on the left foot that comes in after 10,000 rpm.

The very liner power delivery of the smooth twin cylinder engine, coupled with a ultra stable chassis makes the Ninja 250R a beginners delight The power delivery and handling of the bike is so predictable that this motorcycle has been rightly considered as the "Best beginner Sport Bike of the world..!!"

But this in no way means that experienced riders cant have fun on it.

Ninja 250R: The Lady Charmer..!!

I have always hated taking my wife as a pillion on a motorcycle. She is always at her seats edge whenever she rides pillion on a motorcycle and has never enjoyed/felt secure. She invariably keeps nagging me from behind: "ride steady/safe", "ride slow", "please mind the other vehicles on the road" etc. (which honestly gets on my nerves).

But I was pleasantly surprised when for the first time in my life, there wasnt a single complaint when my wife rode pillion on the Ninja 250R. It was as if she was enjoying the experience. Which she later confirmed that she actually did enjoy riding pillion on the Ninja 250R..!!

At the end of the day my wife even asked me how much the Ninja 250R was priced at..!! When I said its over 3 lakh Gandhijis (Rs. 300,000) on road, she said that had it been priced even at Rs. 2 lakh, we could have thought about the possibility of getting one. But the current price makes it difficult for someone like me, especially when I still have some family commitments to fulfill first.

And I thought that my wife could never enjoy biking..!!

On asking what did she like so much on the Ninja 250R, this is what my wife pointed out:

1. Stability: The Ninja 250R feels rock steady, she never felt nervous during the ride

2. Linear build up of speed: My wife doesnt like the sudden surge of acceleration of my Pulsar 220, she liked the linear power delivery of the Ninja 250R

3. High pillion seat: My wife liked the raised pillion seat and the commanding view of the road which it provided

4. The attention that the bike got on the road..!! Yep, my wife was quite amused and enjoyed the attention that the baby Ninja generated whenever it went

Verdict: "Desirable, Stellar Handing & Stability, Smooth Performance: But a bit costly"

The horn on the Ninja 250R sounds like it has been lifted from a scooty..!!

Retrofitting a powerful horn is a must on our Indian roads

After spending a day with the Ninja 250R, I found it twice better than the 150 cc Yamaha R15 in nearly every department.

Looks/Desirability/Stability/Handling/Performance.. in every aspect I have enjoyed the Ninja 250R at least twice more than the R15. By that yardstick, I would have been happy if the Kawasaki Ninja 250R was priced twice than the Yamaha R15. i.e. around Rs. 2,20,000 (surprising even my wife had quoted the same price tag without any knowledge of the R15..!!).

But at Rs. 1,00,000 more than twice the price tag of the Yamaha R15, the Ninja 250R remains still a couple of years away from me. But those who can afford it the Ninja 250R, it is simplly the best twin cylinder 250 cc motorcycle in India/World that money can buy.

After I handled over the Ninja 250R to my friend, I realized that I did not check its Fuel Efficiency..!! But what the heck.. who cares..??

Kawasaki Ninja 250R Specifications:

Engine: 249cc, Parallel Twin, Fuel Injected Liquid Cooled, 8-valve, DOHC

Max. Power: 33 Ps @ 11,000 rpm

Max. Torque: 22Nm @ 8,200 rpm

6-Speed gearbox

Chassis: Tubular steel diamond type

Suspension:

Front: 37 mm dia. telescopic fork

Rear: Bottom-Link Uni-Trak™ with gas-charged shock and 5-way adjustable

Tyres: 110/70R17 (Fr), 130/70R17 (R)

Brakes: 290mm Disc (Fr), 220 mm Disc (R)

Kerb Weight: 172 kg

Wheelbase: 1400mm

Fuel tank: 17 litres

Seat height: 790mm

The Kawasaki Ninja 250R & I: Photos (1280 x 800) [Photographer: MG_Biker1806]

Honda CBR250R Vs. Kawasaki Ninja 250R [by Motorcycle USA]

Kawasaki formally re-enters India as "India Kawasaki Motors" [Apr 2010]

30 BHP, 250 cc, Twin Cylinder Bikes are for Ladies..!! [Oct 2007]

I’d rather ride a 250-400 cc slowly through a pothole, than “Day Dream” of riding the R1 on the Golden Quadrilateral..!![Oct 2007]

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

Test Ride Review of 2008 Yamaha Gladiator Type SS

Read the Test Ride/Review of the 2008 Yamaha Gladiator Type-SS on "The Bike Chronicles of India".. Test Ride of the New Gladiator Type-SS

First things first:

Compared to the earlier Gladiator models, there is no change in the Power/Torque output of the New Yamaha Gladiator Type-SS.

So is it another cosmetic/sticker job with a fancy name (la Hero Honda Karizma "R")..??

The answer to that would be.. "No".

"Quality of parts used in the new model has to be seen and felt.."

Of course there is no change in the power output in the Gladiator Type-SS, but the quality of parts used in the new model has to be seen and felt to realize that the Type-SS is only a precursor of good thing to come from Yamaha India in 2008 (namely the R15 and the FZ150).

Price:

# The Gladiator Type-SS will be available in showrooms only by Feb 2008 end.

# The Gladiator Type-RS will be launched after a month.

# Tech Specs of the Gladiator Type SS/RS are same as the older Gladiator

The best part is that the Gladiator Type-SS will have a Ex-Showroom price tag of around Rs. 46,350..!! (which would be more or less uniform across the country) Considering the quality and the equipment levels, the price according to me is quite an aggressive one.

Also what is more exciting is the fact that the price of the Gladiator "Graffiti" Variant (with Self Start, Front Disc Brakes as standard) has now been lowered to Rs. 43,650..!! (Ex-Showroom, mostly uniform across India)

New (Semi Flat) Handlebar:

Yamaha Gladiator Type-SS Handlebar

The handlebar on the Type-SS sits flatter than the earlier Gladiator models. As a result of which the rider now leans more towards the handlebars. Though the riding position is not as aggressive as the TVS Apache RTR 160, but the stance is now more like the Bajaj Pulsar 150/180 models. The handlebar has been given an anodized matt black finish.

Payeng on the Yamaha Gladiator Type-SS
One can also find handlebar-ends on the Type-SS along with handlebar Grips which according to Yamaha has been design like the ones found on its 1000 cc R1.

The Type-SS sports a tachometer, a feature which isnt present in any other 125 cc bike right now. There is also a brushed aluminium handle bar crown, which adds to the aesthetic appeal.

The switches are functional and comprehensive, but compared to the competition, it is getting a bit too old and has been in duty on Yamaha models since the RX135 days.

Yamaha Gladiator Type-SS Dimple Type Seat

Dimple Type Seat Cover

The Seat cover on the Type-SS has a new perforated material which Yamaha prefers to call as "Dimple Type". It certainly looks good on the Type-SS but I am not quite sure if it is functional too.

Yamaha Gladiator Type-SS, Exhaust End & Heat Shield

New Design Exhaust End & new material Heat Shield

The exhaust of the Type-SS has a newly designed end piece which Yamaha again likes to call as "Machine Gun Type" end piece. Although it looks ok to me, the choice of the colour of the end piece makes it look a bit tacky.

Unlike the heat shield on the exhaust found on other Indian bikes, the heat shield on the Gladiator Type-SS is made out of a special synthetic-plastic-resin material. Apart from protecting the pillions foot from scalding, the heat shield looks cool too.

Aluminium Die Cast Footpegs:

Aluminium Die Cast Front Footpeg Aluminium Die Cast Rear Footpeg

The classy aluminium Die Cast footpegs of the Gladiator Type-SS enhances the Sporty feel. Both the footpegs are retractable. The front footpegs have rubber inserts to damp vibrations.

What sets these footpegs apart from ones found in other bikes is that the front ones are spring loaded, so that even if they happen to touch the tarmac during hard cornering, they will automatically come back to their original position.

I was quite impressed by the way the rear footpegs makes a "CLICK" everytime you retract it or bring it back. Exquisite..!!

Apart from these changes, the Gladiator Type-SS has many other small changes like newly designed sleek Front and Rear Fenders, front fairing which has been lowered by 30 mm, Half Chain Cover, O-Ring Chain Drive, Toe-only type gear lever. Not to mention an excellent paint job. All these changes manage to give the Type-SS a Stylish and Sporty stance and look.

Colors:

The Gladiator Type-SS will be available in two color combinations..

Metallic Silver with Red

Metallic Silver with Gold

Review of the Test Ride

The test ride was taken on a proper test track prepared by a Japanese gentleman from Yamaha India (Posted below). The test track comprised of a number of twist and turns along with sweeping bends and a few straight portions as well. It was designed to test the handling and performance of Gladiator Type-SS.

"The New Gladiator Type-SS is definitely the "Sportiest" 125 cc motorcycle in the country at present

I took three rounds around the test track. After the ride I can safely say that the New Gladiator Type-SS is definitely the "Sportiest" 125 cc motorcycle in the country at present. The way the rider sits on the Gladiator Type-SS is quite different from the earlier Gladiators. The rider now leans more into the bike, like on a Pulsar. The bike was resonably smooth even and the gear box was a joy to use. Special mention have to made of the front disc brakes of the Gladiator Type-SS. Nowhere during the test ride did it ever feel that the brakes were weak. The handling was also quite sporty (though definitely not as sporty as the Apache RTR 160) for a bike in the 125 cc segment.

Previously I had taken test rides of the various 125 cc bikes and compared them (viz. the Bajaj XCD, Hero Honda Glamour, Honda Shine, Suzuki Zeus and the Yamaha Gladiator Type J.A.) Even back then, I had said that I could hardly find any fault with the Gladiator. In fact apart from the Gladiator, each 125 cc bike had something missing in it.

"The current price of Rs.46,350 along with the Standard Front Disc Brake (Flame without Disc Brake is Rs.45,000 Ex-Showroom Delhi) is very competitive.

As a bonus the Gladiator Type-SS also has the 5’th gear and tachometer"

The Bajaj XCD felt small, the Suzuki Zeus felt a bit underpowered (especially on revving) and had stiff suspension, and apart from the Honda Brand, I couldn’t find something which could set apart the Hero Honda Glamour and the Honda Shine. But on the Gladiator Type-SS, I couldn’t again find any fault with it.

The Gladiator Type-SS feels almost like a bigger 150 cc bike in size. The tank also has functional knee recess unlike a few other bikes.

The only chink in the Older Gladiator’s amour was probably its price which was a bit high compared to the likes of the Bajaj XCD. But the current price of Rs.46,350 along with the Standard Front Disc Brake (Flame without Disc Brake is Rs.45,000 Ex-Showroom Delhi) is very competitive. As a bonus the Gladiator Type-SS also has the 5’th gear and tachometer.

And also because the maximum torque of the Gladiator is produced at a comparatively higher RPM than all the other 125 cc bikes, the Gladiator doesn’t pull that well as say the XCD at low RPM’s. But this also means that the Gladiator is much sportier than the other 125 cc bikes since guys looking for sporty bikes like to have more pickup at high RPMs.

Another reason for the Gladiator not selling well has been its poor advertising. It is no secret that the previous Ads of the Gladiator could be termed as Crappy. According to me the success or failure of the Gladiator Type-SS now depends a lot on its Promotion and Advertising.

New 2008 Yamaha Gladiator Type-SS (Stylish & Sporty) Pics/Images and Details.. with Wallpapers

Auto Expo 2008 Coverage: TVS Flame and 2008 Gladiator [Wallpaper]

Auto Expo 2008 Coverage: Bajaj Auto [New XCD DTSi Sprint + Wallpaper]

125 cc Bajaj XCD with just the Kick Start at Rs. 39,000 (Ex-Showroom Bangalore)

125 cc TVS Flame launched in Chennai, India launch in January 2008: 125 cc Pricelist Compared

125 cc Comparision: Bajaj XCD Vs Hero Honda Glamour Vs Honda Shine Vs Suzuki Zeus Vs Yamaha Gladiator..!!

125 cc Bajaj XCD DTS-Si [Test Ride/Review]

Disclaimer:

Suzuki Bandit 1200S 2000 Review

Los Angeles, July 18, 2000 -- A normal part of any new bike intro is a photo session somewhere around the mid to late portion of the days ride. This particular intro saw Tom Riles behind the lens, pointing away at various riders taking their turns through bends in the road until, in one particularly off-camber and nasty corner, Master Riles got the living stuff scared out of him when we came towards him at a high rate of speed sounding like we were towing an anvil along behind us; complete with sparking light show and a little bob-and-weave of the chassis to add just a little more drama to the moment.
No worry, Tom, were professionals; and thats just the foot pegs carving a little niche for themselves in the pavement while the

front end sticks to the road and the Macadam 90X tires let us know pretty much everything but the half-life of the pebbles theyre coming in contact with. Granted, this is no racebike - or even a real sport bike when you get down to it - but for a semi-faired standard, it does a remarkable impression from time to time, given a bit of impetus from, lets say, a photographer in close proximity with a loaded camera pointed your way? Whats so impressive about this Bandit compared to previous iterations is not so much what it does well, as much as what it doesnt do:

The mirrors dont turn your rearward view into something that resembles a kaleidescope at anything above idle; the minimalist-looking fairing doesnt buffet your helmet until the paint job starts flaking off; the motor doesnt buzz your hands to the point that youre willing to clamp them in a vice just to see if theres a chance of ever recovering some feeling in them; and the front end doesnt turn to junk after 600 miles of fun - which is what this bike delivers far more frequently and in much greater quantity than youd ever suspect. When we sampled Suzukis Bandit 600S a few months ago we were please with the bike, but not overly impressed. It was a good commuter and could pull off mild sport duty pretty well, but the motor was a bit on the wheezy side and, paired with an obnoxious buzz, not all that fun to do the highway drone on should there be ample mileage between your chosen set of curves. We expected similar things from the 1200 but, once again Suzuki has surprised us with a bike that is, pardon the cliche, more than the sum of its parts.

Bandit 1200 sales started off at a rather lowly 18,160 units in 1996 only to surpass the 60,000 mark for 1999 which is a three-fold increase in only three years, but Suzuki doesnt plan on stopping there. Having done extensive market research, they found that the average Bandit buyer is 35 to 44 years of age, has over 15 years of riding experience and uses the bike as a secondary vehicle primarily for sport touring duty which goes a long way towards explaining the focus of the Bandits changes. At a retail price of $7,399 (an increase of only $150 US Dollars), its no surprise that 87 percent of buyers say their number one reason for choosing the Bandit is value. But, thankfully, a neutered price tag does not come at the expense of diminished fun.

The design goal for the new Bandit was to, "maintain the Bandits originality and distinctive character while refining performance and features." There was a paradox created in the execution of these parameters in that the design team wanted not only sportier performance, but a comfortable ride as well; the two of which rarely, if ever, go hand in hand.
"Yeah, baaaby. This bike is all about me. I am this bike on so many levels its scary."
Suzuki hopes that they addressed most of the complaints from earlier models with this Year 2001 Bandit 1200S, starting with the larger fuel tank capacity. The new model carries 20 liters which is a one liter increase over the previous model. While this is definitely a good thing in the long run, a few of us on the intro noted a slightly more top-heavy feel to the (fully fueled) bike when compared - seat of the pants - to the previous version. As for the other improvements, there were fewer side-effects than with the larger gas tank.
The main targets with the motor were to improve what was not only sluggish throttle response, but carburetion that was excessively lean and was sometimes surge-happy when cruising along at certain RPM. Along the way, Suzuki felt it wise to empower the old mill with a few more foot-pounds of torque as well as some more horsepower at low and mid-range speeds, and who are we to argue with a notion like that?

Again, a caveat in that Suzuki - while addressing the lean surging - would attempt to clean up emissions even further, seemingly leading to even worse surging. But Suzuki was able to attain their lower emissions goal while not only eliminating most - if not all - of the surging and what was previously a rather wicked flat spot in the power with the help a new throttle position sensor (TPS) on the Mikuni BSR36 carburetors. Mated with ignition timing maps which are different not only from the previous years version, but from each other as well. The number two and three cylinders and the number one and four cylinders have different maps that vary dependent upon throttle opening as well as engine RPM.

Even more power was found by changing the cam profiles and a few changes were made to stand up to the added oomph as well as to ensure longevity. The new oil cooler has grown from 280 mm tall to 355 mm tall while maintaining the same width which should allow the engine to make incrementally more power and last a bit longer. Theres also a clutch release cylinder which grew from 35.7 mm in diameter to 38.1 mm that, coupled with stronger clutch springs should make for a clutch assembly that will be able to stand up to a few aftermarket add-ons without much in the way of fanfare. Only a few whiny people commented on a perceived increase in the force required to pull in the clutch lever. But theyre weak and youre not. Right? Aaargh.
Adopting a similar system to that of Yamahas Air Induction System (AIS), Suzuki has been fitting its Pulsed Secondary Air Injection System (PAIR) to California-bound Bandits, Hayabusas and GSX-Rs, that will now be standard issue on all Bandits in all markets. The PAIR system does not effect power output but it does add a few extra pounds to a machine which could already stand to lose a few pounds.

In Suzukis efforts to endow the latest Bandit with "better stability and cornering performance," a few key dimensions have been tweaked. Unfortunately, American Suzuki doesnt have all the details as to what has been changed with the chassis so we can only give you a glimpse into what is the catalyst for a noteworthy increase in sporting performance. The wheelbase has been shortened by five millimeters and now measures 1,430 mm, helped by the reduction in trail by three millimeters to 104 mm. To quicken steering the caster has been decreased by 0.2 degrees, and to help keep rider weight and overall mass lower to the tarmac, the seat height was reduced by 45 mm to 790 mm. This seat provides not only wonderful support for burning through consecutive tanks of gas, but also enough firmness to allow mobility when shifting body weight in the twisties. Unfortunately, the seat cover looks like something off of a mid-eighties Volvo station wagon; but it goes well with the metallic silver paint on our bike whose enormous glitter flakes remind us of this girl who dances at this seedy little joint down the road from our offices.

All we know about the changes to the front suspension so far is that it received fork tube guards. As for the rear, theres now a movable gas/oil separator in the shock. The front end features only pre-load adjustment while the rear features pre-load as well as rebound adjustment. Though that doesnt seem like anything substantial, the new Bandit feels surprisingly planted on twisty roads when you chose to elevate the speeds to the point that the footpegs start dragging just before picking up the throttle and whooshing out of the apex of a turn. The cornering clearance is ample as long as you ride the bike like a sport-tourer even though, with a good rider aboard, El Bandito can catch a far sportier bike with its newfound cornering prowess and strengthened motor which is about as smooth as any inline motor of this size has a right to be. Above 85 mph this thing is turbine smooth and makes triple-digit cruising law-breakingly simple.

Triumph Urban Sports 2008 Review

When Triumph was reborn in the early 1990s, it was going to be an uphill road despite the cachet of a legendary nameplate. Laverda, Norton, Indian and Excelsior-Henderson were just a few of the historic marques that failed after resurrection attempts. But Triumph has continued to build on its successes, now boasting enviable increases in sales and even loftier sales goals.
The historic British company recently invited Motorcycle.com to sample what it calls its Urban Sports lineup, a group that includes a revamped version of the iconic Speed Triple, the versatile Tiger and the sport-touring Sprint ST. (The Daytona 675 also fits in this range, according to Triumph, but we will be fully evaluating that middleweight contender in a few weeks, so we didn’t spend any time on it at the intro.)
Key to re-launched brand’s success has been a series of distinguishing and torquey three-cylinder engines that deliver a distinct flavor apart from the hordes of Twins and Fours. Each of the three bikes we rode in the Great Smokey Mountains is powered by a version of Triumph’s lusty 1050cc Triples, one of the great motors in the two-wheel world because of its broad powerband and soulful exhaust note.

Speed Triple
First seen way back in 1994 with a single round headlamp, the Speed Triple eventually became an icon once the twin bug-eye headlights were bolted on in 1996, transitioning from modern café racer to the current bike’s streetfighter category. Film roles in The Matrix and Mission Impossible:2 cemented its hero status, and the Speed Trip has become Triumph’s number-one seller across the globe.

“Probably the most important model in our range, the Speed Triple is a cornerstone of our commercial success and represents the signature style of our brand,” said Jim Callahan, Triumph’s North American Marketing Manager, at the bike’s launch in Gatlinburg, Tennessee. “The Speed Triple defines Triumph. Unique, distinctive, stylish, performance-oriented and 100% full of character.”

The Speed Triple was redesigned by Italy’s design house Marabese in 2005, becoming stubbier and more powerful and re-establishing it as Triumph’s best seller, retailing about 6600 units that accounted for more than 20% of the British factory’s total sales. It proved to be especially popular in style-conscious Italy where more than 1700 were sold. In 2006, the Italians asked for and got a Fusion White version, and it became the first colour to outsell a black version.
With all this success, Triumph didn’t want to reinvent the streetfighter wheel, so the 2008 Speed Triple gets only a mild revamp. Trainspotter types will notice subtle cosmetic revisions. A new, longer subframe is wrapped by reshaped bodywork, and a flatter seat (still at 32.1 inches) gives more room to move around. Any potential pillion will be appreciative of 20mm, as that’s the amount of extra fore/aft seat area and the distance the footpegs are lower. A perkier caboose (the bike, not your pillion) is the result of a redone license-plate bracket and a clear-lens taillight.
Trademark dual bug-eye headlights were too iconic not to repeat, but here they feature more sharply tapered chrome bowl housings. New radiator cowls conceal a bunch of otherwise-natty cables and hoses. Borrowed from the smaller Street Triple are pointy clear-lens turnsignals and the restyled instruments pod. Also new is an aluminum handlebar from Magura. It’s shot-peened, silver-anodized and tapered with new risers that are burnished and clear anodised. That’s a lot of adjectives for a riding position unchanged from before.
If the old Speed Triple had a deficiency, it was its mediocre front brakes. That’s no longer an issue, as Triumph has spec’d a set of 4-piston, 4-pad radial-mount Brembo callipers to clamp on 320mm rotors with a revised hole pattern to aid heat dissipation. Just as important to the much improved initial bite is the new Nissin radial master cylinder like the one on the Daytona 675.
Firing up the Triumph with a second-gen Keihin fuel-injection system (a big improvement during start-up and partial-throttle running fitted to post-2006 bikes) brings to life the engine’s traditional whirring whine accompanied by a muted exhaust note at idle. The mufflers look different but there are no changes to their internals. My test bike was equipped with factory-option Arrow canisters that, despite their racy look, meet EPA noise regs. Their titanium skin is claimed to reduce weight by 50%, helping justify their $999.99 price tag. Triumph also sells an Arrow 3-into-1 low-boy system ($1299.99) that looks nasty in a cool way.

With a huge amount of grunty torque available shortly after idle speed, it doesn’t take long to fall in love with the 1050cc three-cylinder motor. And if its always-available thrust isn’t enough to clinch the deal, the sonorous exhaust howl will. It’s not a stretch to compare the inline three-cylinder’s wail to that of a Porsche flat-Six. Triumph claims 131 crankshaft horses at 9250 rpm, which translates to about 110 or so at the rear wheel. But the specs that make a rider’s butt most happy is that it’s producing more torque at just 3500 rpm than a Tuono or Monster S4R does at their peaks. Wheelies anyone?

Its design very nearly defines the streetfighter theme...

The S3’s frame remains the same snaky aluminum component as before, possessing a 23.5-degree rake, a scant 84mm of trail and a 56.1-inch wheelbase. Up front, the 43mm multi-adjustable Showa fork is unchanged internally but is now anodized black. At the rear, an aluminum single-sided swingarm exposes a gorgeous new rear wheel. The front wheel is also a new design, and Triumph claims a 5% reduction in the front wheel assembly’s inertia. Reduced rotational inertia makes s a bike easier to turn, but with such pointy steering geometry and a leverage-inducing high handlebar, Mr. Speed never lacked in agility.
If you’re a fan of magnetic tank bags, you’ll be happy to know the Speed Triple’s rotationally molded nylon tank has been replaced by one made of steel. The previous nylon tank needed to be constructed extra thick to meet safety standards, ranging in thickness from 5mm to 10mm. The new tank (already fitted to late-2007 models) is made from 0.9mm steel sheet and weighs about 2 lbs less than the old nylon one. Triumph claims an extra liter of capacity because of this, now up to 4.0 gallons. Claimed dry weight of the bike is 416 lbs.
It was no happenstance that I was on a Speed Triple during our ride’s journey up the infamous Tail of the Dragon – Tennessee’s Route 129, a torturously twisted stretch of road worthy of a Six Flags admission fee. Although grip was lacking in many sections due to wet pavement, the Speed Trip’s broadband torque and quick steering response handily unwound the sinuous pavement. That’s not news to any Speed Triple owners, but fresh to the experience are the upgraded brakes that are now above any criticism. Sharper, more direct, and with much improved initial bite, they now live up to the lofty performance standards of the rest of the bike.
At $10,299, the Speed Triple offers a lot of Euro cool at (nearly) a Japanese price point. Its design very nearly defines the streetfighter theme, and its seat/subframe revisions make it more accommodating for both pilot and co-pilot. But most of all is its wonderful three-cylinder motor that delights a rider’s senses of acceleration and hearing: it out-torques V-Twins and produces mechanical music worthy of a symphony alongside Ferraris and Porsches.
If you’re looking for one of the best hooligan bikes ever made, you can order your Speed Triple in badass Jet Black, classy Fusion White or a new-for-’08 Blazing Orange. And in May you’ll have the option of ordering one up with a Matte Black paint job.

The Perfect Bike For...
The experienced yet boy-like rider who doesn’t measure performance in lap times, instead relying on power wheelies and a desire to be the neighborhood badass.

Highs:		Sighs:
A wonderful motor, both experientially and aurally Inimitable streetfighter design Brakes as good as the rest of the package		Price increase Get Out of Jail Free cards not included Uh, give us another minute...

Hawk Jacket
A strong brand name not only makes a motorcycle appealing, it also makes it possible to sell the brand on a line of quality clothing. Ducati sells truckloads of stylish riding apparel, and Harley-Davidson makes more money from its P&A catalog than many OEMs do in bike sales. So it’s no surprise to see Triumph make the most of its legendary brand status with a lineup of attractive riding gear.
One of my faves from Triumph’s clothing catalog is the Hawk Jacket I wore during this press intro. This sporty black-and-white jacket has the historic Triumph script proudly emblazoned across the chest and on the lower arms. Protection comes in the forms of removable CE95-approved armor in the shoulder and elbow areas, plus an integral dual-density back protector. Double-stitched seams in impact areas hold things together.
The 1.2mm leather is fairly supple, but it’s thick enough that it feels substantial. Triumph reps boasted of the leather’s corrected grains which help make it look better finished. An internal breast pocket and a pair of zippered hand pockets suffice for storage, while 3M reflective piping front and rear add to night-riding conspicuity. The mandarin collar does little to keep a neck cozy, so you might want to add the optional fleece neck warmer. A waist connection zipper is included.
Triumph makes the Hawk in sizes 38-52; the size 40 jacket I wore seemed a bit long in front, causing it to bunch up a bit, but it was otherwise very comfortable during our day-long adventure in the Great Smokies. Accordion stretch panels behind the shoulders and down the sides eliminated a binding fit. For what appears to be a high-quality and stylish item, the Hawk’s $409.99 retail price seems reasonable, and if you’re a Triumph fan, you’ll probably want one.

Sprint ST

Triumph’s sport-touring entry once went into battle against rivals from Ducati and Aprilia, but both Italian brands have now abandoned the category. It might not be accurate to say that the Sprint forced its competitors from the class, but it’s worth noting that there is nothing else on the market with standard hard luggage that is as sport-oriented. The only bikes with bags that could outrun the Sprint are the 1200-1400cc “Supersport-tourers” from BMW, Kawasaki and Yamaha, but they’d all be left trailing the agile Triumph on a serpentine road.
In fact, the Sprint ST was once judged to be a bit too sporty, so in 2007 Triumph fitted higher bars and a different seat that produced a less aggressive riding position. For 2008, the Sprint receives only mild revisions. Improved headlight performance is promised via new lenses for the projector-beam lamps, and the footpegs receive longer-wearing rubber inserts. Like the Speed Triple, the Sprint also gets a mag-bag-friendly steel fuel tank. Also new are a couple of colors: Graphite and Pacific Blue.
It pulls smoothly and rapidly at low revs, but then it responds like a hooligan when wrung out.

True to its hyphenated market category, the Sprint has dual personalities. A riding position rotated forward slightly and rear-set footpegs say “sport.” Saddlebags, a trip computer and decent wind protection (with the accessory tinted windshield fitted) say “tour.” The 1050cc motor (just 6 ponies down from the Speed Triple) is similarly conflicted. It pulls smoothly and rapidly at low revs, but then it responds like a hooligan when wrung out.
I was very impressed with how quickly the Sprint ST responds to steering inputs, and taking this Trumpet to a trackday wouldn’t be out of the question. Its shortcoming in that environment would likely be its mid-rate suspension. While it offers a mostly plush ride on the street, its 43mm conventional cartridge fork (adjustable only for spring preload) and rear shock (adjustable for spring preload and rebound damping) get overwhelmed when pushed hard.
As capable and enjoyable as the Sprint is, it’s not above criticism. The 180-mph speedo has its small numbers scrunched closely together, and its hard-shell saddlebags that became standard equipment in ’07 look good but aren’t especially capacious (An accessory top case greatly expands touring options). Wide riders will curse the narrow and squishy seat after an hour or three in it, and tall riders won’t find a lot of legroom (this bike would be a perfect application for adjustable footpegs).
Overall, the Sprint ST delivers a blend of performance and touring capability that stands on its own. The Supersport Tourers are more ungainly in the tight stuff, and Honda’s VFR800 Interceptor can’t match the Triumph’s robust powerplant. For $10,999 including lockable luggage ($11,799 with ABS), the ST offers a unique option for riders who like to tilt horizons while they chase them.

Tiger
The Tiger is one of those bikes that has attributes that appeal to a lot of Motorcycle.com readers, but, sadly, we hadn’t yet had the chance to ride one of these versatile machines. “It’s a motorcyclist’s motorcycle,” notes Triumph’s Callahan, an erstwhile roadracer who says that it’s his favorite bike in Triumph’s lineup.
In some ways, the Tiger makes a better tourer than the Sprint ST. It has a wider, more supportive saddle, its riding position is more upright, and has considerable more legroom. It lacks only protection from the elements for the lower extremities. And in most street situations, its compliant long-travel suspension (with a fully adjustable inverted fork and remotely preload-adjustable shock with rebound damping) generates a smoother ride. Excessive front-end dive during braking is the fork’s minor shortcoming.
Our test bike was fitted with an optional taller windscreen which deflected a considerable amount of air, and behind it resides the instrument cluster from the Daytona which has an easy-to-read digital speedometer. Our bike was also equipped with optional heaters for the barrel-shaped grips which were a pleasant addition during our chilly morning ride. A tall and wide rubber-mounted handlebar offers plenty of leverage to quickly bank over the Tiger in the many corners we encountered.

Penned by the same Marabese design house from Italy as the Speed Triple, the Tiger 1050 cuts a unique profile. And with a torquier version of the Sprint’s 1050cc Triple, the Tiger puts its competitors (Buell Ulysses, Ducati Multistrada, Suzuki V-Strom) on the trailer in terms of acceleration and power. A 32.9-inch seat height might be tall for shorties, but it’s not abnormal for this class. A 5.2-gallon fuel tank provides a fairly generous touring range for the 436-lb (claimed, dry) bike.
The Tiger shares its price structure with the Sprint, retailing for $10,999 or $11,799 with ABS. Blazing Orange is a new color that joins Caspian Blue, Fusion White and Jet Black. We’ll look forward to giving the Tiger a full test in the coming months.
Daytona 675
Mechanically unchanged, the 2008 Daytona sports a new decal design, a gold-anodized steering-stem nut and a new Neon Blue color option. Its MSRP is still just $8999, the same price as in ’06!
A Special Edition version debuts this year. It can be spotted by its “Metallic Phantom Black” bodywork, black engine covers and gold wheels and decals. It’s available in limited quantities for a list price of $9399.

Street Motorcycle

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