Street Motorcycle

The entry level Harley Davidsons.. made specifically for countries like India has been unveiled

Harley Davison models that have been made keeping in mind emerging markets like India has been unveiled just before the Milan Motorcycle Show.

Posted below if the Official Video of the Harley Davidson Street 500 and 750.

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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.

It’s a year of significant updates for four existing Kawasaki models. The headlining news is the ZX-14R mega-sportbike, using a bigger, more powerful engine and receiving hundreds of other revisions to finally leave Suzuki’s Hayabusa in the rearview mirror.
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
Like the new ZX-14R announced today, the 2012 Ninja 650 celebrates six years as part of Kawasaki’s street lineup. And also like the big Ninja, the 650 gets significantly updated for 2012.


The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.

New twin-tube style swingarm is prominently displayed; it creates a less-cluttered look and better matches the lines of the new frame. A new footpeg hanger is also well-integrated visually.

All-new instrument panel includes an analog tachometer, which should prove much easer to read than the digital tach on the previous 650’s all-LCD gauge cluster. The Ninja 650 also gets a new, 3-position windscreen.

Both are said to provide increased rigidity over the previous 650’s frame. A new backbone-type subframe also offers a 10% increase in maximum carrying capacity. Rake and wheelbase remains the same as last year, while trail sees a nominal increase from 4.2 to 4.3 inches.
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.

Various revisions to the Ninja 650 should make Kawasaki’s likeable middleweight streetbike all the more appealing in 2012.

The 2012 Ninja 650 comes in Metallic Spark Black, Candy Lime Green or Passion Red, and has an MSRP of $7499.
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.

The brawny Ninja 1000 receives optional ABS for 2012.

Base model Ninja 1000 MSRP is listed at $11,199, up a mere $200 from last year’s bike, while the ABS-equipped 2012 model retails for $11,899. Colors available for the 2012 Ninja 1000 are Metallic Spark Black/Metallic Flat Micron Gray or Candy Lime Green/Ebony.
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.

Headlining news for Kawasaki’s big touring rig is improved airflow management said to reduce the amount of engine heat both rider and passenger feel.

In 2009 Kawasaki resurrected the Voyager name, using the new Vulcan 1700 platform to  create a V-Twin touring bike to compete with H-D’s popular Electra Glide. At the time, Kawi boasted the big Vulcan as the first V-Twin-powered full-dress tourer from Japan. What Kawi has recently decided to address with its muscle-car-inspired touring rig is the undesirable, thrill-killing amount of heat generated from the rear cylinder of a big-bore V-Twin. The following year, Kawi added heat deflectors that proved to be only marginally successful, which you can read about in our 2010 Voyager Review

The Vulcan 1700 Voyager received a nominal $400 increase in MSRP for 2012.

Colors for the 2012 Vulcan 1700 Voyager are Metallic Graystone / Metallic Spark Black or Pearl Alpine White / Pearl Luster Beige. The non-ABS model retails for $17,899 – a $400 increase from 2011. The ABS model has an MSRP of $18,999. A 36-month warranty is standard.

Los Angeles, April 4, 2000 -- There may not have been a better venue for which to display the peg-scraping prowess of Hondas new RC-51 super-twin than at the Laguna Seca International Raceway. Hondas design team made race track dominance a priority and allowed the new CBR 929 RR to take the role of the more street-oriented sibling.
Irregardless of how phenomenal the RC-51s track manners may be, the majority will end up in the garages of enthusiasts who arent necessarily racers. After all, even though the 929 looks poised to be a better all-around street bike, who doesnt want to wake up Sunday mornings and pretend theyre Nicky and Colin?
In a remarkably short period of time weve seen Honda take the RC-51 from crate-to-race-track and, in its AMA debut, finish in second place at Daytona by mere tenths of a second after 200 miles of racing.
Then, just this past weekend, Colin Edwards rode his RC-51 (VTR1000SP) to a first and a second place finish in the bikes WSBK debut at Kyalami. Granted, some of the credit goes to the riders, but even Suzuki, with their talented riders, could only muster one podium finish after one year on the AMA Superbike circuit with their TL 1000R V-twin. Honda has, so far, landed on the podium three times in three races.
When a manufacturer infuses a motorcycle with the sort of characteristics that allow it to be such a force on race tracks, the bike in question is often a uncompromising pain-in-the-ass on the road, particularly for everyday use. Hondas are regarded generally as motorcycles that work well on both the track and street, but when they talked of racetrack domination with such focus, we began to worry about whether or not the new RC-51 would be any good on the street.
White Lines and Road Signs
To get the bad stuff out of the way, we feel that the RC-51 is not the visually stunning masterpiece we hoped for. Yes, it looks racy and every picture we see of it makes us drool, but in person it just doesnt look as sexy. The Ducati 748, for instance, evokes deep emotions even while it sits on its side stand and, when parked next to the RC-51, it leaves the Honda looking, well, a bit more generic.
Fortunately, when we rode the bike, it was sexy again. The RC-51 feels significantly more high-dollar than its $9,999 USD price tag would suggest. From the moment you pull in the clutch and click into the first of six gears, you feel the refinement that has gone into every piece of this machine.
Immediately after receiving our RC-51, the bike was taken for a brief ride to warm it up and then placed on our Dynojet model 250 dyno. Sure, looks and racetrack performance count, but the first question we are usually asked is "how fast will she go?"
"Our test bike made 123.5 hp and 72.8 ft-lbs of torque at the rear wheel and will wheelie into the triple digits if you have the cojones to twist the throttle wide-open and keep it pinned."
On the track, the power of this twin made its way to the ground smoothly and seamlessly while providing just enough of the vibes common to V-twin motors to keep things in character without too much harshness. On the road, the vibes are thick below 5,500 rpm, but we accepted the vibes as part of the V-twin experience, at least as long as they didnt get too severe. Once the revs climbed above 6,300 rpm, however, the motor spun so smoothly that we wondered if Honda added a counterbalancer.
On the freeway, sixth gear feels like an overdrive since it keeps the revs so low, and we often rode in fifth gear unless cruising around 75 mph. When shifting between the gears, the transmission surprised us. Many big twins have a tendency to shift with a clunk and, although there is a bit of a thud when shifting from first to second, the change of gears was positive and smooth. Clutch operation is also smooth and it feels like it can withstand a lot of abuse.
The only negative comment about the gearbox was clutch chatter while pulling away from a stop on one particularly cold morning. However, once the bike was warmed to a proper operating temperature, the clatter disappeared.
The spacing of the transmission that worked so well on the track (taller first and fourth gears compared to the VTR 996 Superhawk) worked equally as well on the street. Our main concern was that the taller first gear would necessitate slipping the clutch to pull away cleanly from a stop, but this proved to be an unwarranted concern since the RC-51 has so much power down low.
On tight back roads, where we expected the tall first gear to be a problem, we actually preferred this setup to the traditionally shorter first gear. Instead of having to decide between a too short first gear and a too tall second gear, the RC-51s first gear was perfect for tight bends.
If youre used to riding a high-revving inline four, this bike might take a bit of getting used to because of the lower revs and the prodigious amounts of torque which find their way to the rear Dunlop. Where a rider on a four-cylinder bike would have to keep the revs up to get a good drive out of a corner, an RC-51 pilot has far less to worry about, and a twist of the throttle anywhere above 5,000 rpm will be rewarded with brisk acceleration all the way to redline.
Though the dyno chart doesnt really represent it, we felt a noticeable "hit" in the power at around 6,300 rpm which, in an otherwise flat power curve, adds a little bit of personality. The motor revs freely and pulls extremely hard by the time the rev-limiter impedes forward progress.
In freeway mode, the RC-51 shows its displeasure with highway droning though suspension that is sprung too stiffly for street duty. Still, where most stiffly-sprung suspensions tend to be rather harsh, this Hondas front and rear Showas take most of the sharp pain out of the pounding. The ride is stiff, but not bone-jarring like so many other race replicas, the Ducati 996 and 748 in particular.
Faster than a Speeding Ticket?
"What a great bike ... gawd, I suck." This was common refrain heard after riding the RC-51. When you ride this motorcycle its as much a showcase for the bikes abilities as it is a way to confirm that you completely lack riding talent. This is not to say that the RC-51 is not fun to ride: It couldnt be any more fun (though we are dying to install a Jardine exhaust system like the HRC race bikes.). Its just that when you ride a bike that is so capable but you still find yourself going slow, there is nobody to blame but yourself.
"The Honda RC-51 V-twin is a race bike first and foremost ."
While the RC-51 can be ridden on the street in relative comfort, we wouldnt recommend this bike if you plan on having a one-bike garage unless you live on your favorite bit of twisty tarmac. Hondas new 929 is a much better choice for an all-around street bike, and if you need that V-twin feel, theres always the good old 996 VTR Superhawk.
The Honda RC-51 V-twin is a race bike first and foremost and it makes no bones letting you know it. If thats what youre in the market for, there are few better choices. Even when the more expensive Aprilia RSV Mille and Ducati 996 are thrown into the V-twin mix, we expect Hondas latest attempt at world dominance to rise to the top. The new RC-51 is that good -- at any price.

It’s a year of significant updates for four existing Kawasaki models. The headlining news is the ZX-14R mega-sportbike, using a bigger, more powerful engine and receiving hundreds of other revisions to finally leave Suzuki’s Hayabusa in the rearview mirror.
But Kawasaki’s R&D department has been busy upgrading other streetbikes in its lineup, including a significantly updated Ninja 650, ABS added as an option on the Ninja 1000, and the Vulcan 1700 Voyager is equipped with an innovative heat-management system.
Like the new ZX-14R announced today, the 2012 Ninja 650 celebrates six years as part of Kawasaki’s street lineup. And also like the big Ninja, the 650 gets significantly updated for 2012.


The sporty but fuel-conscious 649cc parallel-Twin powering this middleweight Ninja streetbike sees updates in the exhaust system, including a new header-section connector pipe and a three-chamber muffler design. This new exhaust is a key contributor to improved gains in mid-range power according to Kawi.
Holding the engine is an all-new twin-pipe perimeter frame – nearly 2 inches (50mm) narrower in the knee/footpeg area – and is joined by a cool, new twin-pipe swingarm.

New twin-tube style swingarm is prominently displayed; it creates a less-cluttered look and better matches the lines of the new frame. A new footpeg hanger is also well-integrated visually.

All-new instrument panel includes an analog tachometer, which should prove much easer to read than the digital tach on the previous 650’s all-LCD gauge cluster. The Ninja 650 also gets a new, 3-position windscreen.

Both are said to provide increased rigidity over the previous 650’s frame. A new backbone-type subframe also offers a 10% increase in maximum carrying capacity. Rake and wheelbase remains the same as last year, while trail sees a nominal increase from 4.2 to 4.3 inches.
Revised suspension settings, including a 0.2-inch increase in travel front and rear (4.9” front, 5.1” rear), are apparently aimed at improved rider comfort. Although Kawasaki doesn’t specify as to the suspension updates other than the moderate increase in travel, we speculate minor internal changes for improved damping performance.
Effort at the clutch was reduced, new brake pad materials promise a slight increase in braking power, and Dunlop’s new Roadsmart II tires are now standard.
Rider ergos see comfort improvements in the form of a 20mm wider handlebar and a two-piece seat assembly with foam that’s wider and thicker. Seat foam thickness likely accounts for the 0.6-inch increase from last year’s seat height that’s now at 31.7 inches. Both the handlebar and saddle are rubber-mounted, along with the footpegs, to help mitigate vibration from the inherently buzzy vertical-Twin engine design.
A new instrument panel features an analog tachometer situated above an LCD info-panel showing speed, trip meters, fuel consumption, remaining range, etc., and the ignition is now located at the fuel tank assembly in order to give a clear view of the gauge cluster.
Bodywork was updated for better aerodynamics and improved engine-heat dissipation, while styling was influenced by the ZX-14R’s appearance. The manually adjusted, three-position windscreen we like so much on the 2011 Ninja 1000 was apparently a big hit elsewhere, as the 2012 Ninja 650 now also sports a three-position shield. However, unlike the Ninja 1000’s simple hand-operated, tool-less shield adjustment, the Ninja 650’s shield requires the use of tools to alter positions.
Fuel capacity of 4.2 gallons is up 0.1-gallon from last year, and battery size was decreased. Also up is curb weight, going from just under 450 pounds in 2011 to a little less than 461 pounds on the ’12 model.

Various revisions to the Ninja 650 should make Kawasaki’s likeable middleweight streetbike all the more appealing in 2012.

The 2012 Ninja 650 comes in Metallic Spark Black, Candy Lime Green or Passion Red, and has an MSRP of $7499.
2012 Ninja 1000 ABS
In our 2011 Gentlemen Sportbike Shootout we lauded the brawny Ninja 1000 for its appealing combination of rider comfort, excellent overall chassis performance and powerful but smooth 1043cc inline-Four.
It appears nothing will alter those admirable qualities on the 2012 Ninja 1000. What will change is the option to select a Ninja 1000 with increased rider safety features, as ABS is now available on the Ninja 1K. And, thankfully, the addition of ABS adds only 6.7 pounds to the non-ABS model’s 502.7-pound curb weight, which is unchanged from last year.

The brawny Ninja 1000 receives optional ABS for 2012.

Base model Ninja 1000 MSRP is listed at $11,199, up a mere $200 from last year’s bike, while the ABS-equipped 2012 model retails for $11,899. Colors available for the 2012 Ninja 1000 are Metallic Spark Black/Metallic Flat Micron Gray or Candy Lime Green/Ebony.
2012 Vulcan 1700 Voyager
Despite the now years-long flabby world economy that’s clearly affected the whole of motorcycling, the cruiser market – a staple of the U.S. bike scene – has remained a leading segment. Furthermore, the bagger and touring sub-segments of the cruiser market are burgeoning – take, for example, the success of Victory’s Cross Country and Cross Roads models. But newcomers aside, Kawasaki has been a player in the V-Twin powered big rig touring game for more than just a blink of an eye.

Headlining news for Kawasaki’s big touring rig is improved airflow management said to reduce the amount of engine heat both rider and passenger feel.

In 2009 Kawasaki resurrected the Voyager name, using the new Vulcan 1700 platform to  create a V-Twin touring bike to compete with H-D’s popular Electra Glide. At the time, Kawi boasted the big Vulcan as the first V-Twin-powered full-dress tourer from Japan. What Kawi has recently decided to address with its muscle-car-inspired touring rig is the undesirable, thrill-killing amount of heat generated from the rear cylinder of a big-bore V-Twin. The following year, Kawi added heat deflectors that proved to be only marginally successful, which you can read about in our 2010 Voyager Review

The Vulcan 1700 Voyager received a nominal $400 increase in MSRP for 2012.

Colors for the 2012 Vulcan 1700 Voyager are Metallic Graystone / Metallic Spark Black or Pearl Alpine White / Pearl Luster Beige. The non-ABS model retails for $17,899 – a $400 increase from 2011. The ABS model has an MSRP of $18,999. A 36-month warranty is standard.

VICTORY Vision Street 1634 (2007 - Present) Description & History: Introduced at the beginning of this year as the 2008 line up, the Vision Street and Tour bikes are the first luxury tourers introduced in 30 years. The Street model includes a full fairing and hard saddle bags and the Tour features a hard large trunk. Both bikes have GPS and several stereo options.

VICTORY Vision Street 1634 2007 - Present Full Specifications:
Brand: VICTORY, Model: Vision, Type: Vision Street 2007, Name Year: Vision Street 1634 2007 - Present, Engine Type:  Liquid Cooled, 4 Stroke, V-twin, 4 Valves Per Cylinder, Displacement: 1634 cm3, Bore Xstroke: 3.97x4.05 in OR 100.8x102.9 mm, Compression: 9.8:1, Horsepower: -, Torque: -, Fuel System: -, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Belt, Frame: -, Front Suspension: Conventional telescopic fork, Rear Suspension: Single, mono-tube gas,cast aluminum with rising rate linkage, Front Brake: Ventilated Discs, Rear Brake: Disc, Length: 103.5 in OR 2629 mm, Width: -, Seat Height: 26.5 in OR 673 mm, Wellbase: 65.7 in OR 1669 mm, Ground Clearance: 5.8 in OR 147 mm, Weight: 804 lbs OR 365 kg, Fuel Capacity: 6 gallons OR 6 L, Tyres Front: 130/70R18, Tyres Rear: 180/60R16.

With 183hp at the wheel and starting at just $13,800, the BMW S1000RR is shaping up to be the hottest liter bike of 2010. The lucky dutch are getting an even hotter version, this BMW S1000RR Carbon Edition is equipped with carbon fiber fairings; all the DTC, ABS and alarm options boxes ticked; HP rearsets, brake and clutch levers and an Akrapovic exhaust canister. Of course, all that adds up to a much higher sticker price, increasing from €17,990 to €24,990. No word on availability outside the Netherlands yet.

Source Hell For Leather

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BMW S 1000RR Carbon Edition, s1000rr carbon

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