Street Motorcycle

A collection of Hi-Res photos of myself and the 2011 Kawasaki Ninja 650R..

Photo (Clicked by) Credits: MG from xBhp.Com

Related Posts

• Kawasaki Ninja 650R: Review
[Jun, 2011]

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.

Finally some official dope on the New Yamaha R15.. No details about the specs, price yet..

The words in the poster/photo posted below has the words "leaner", "meaner"" to describe the new R15 (version 2.0 according to them)..



..but curiously "faster" seems to be missing. So is it just a cosmetic upgrade? Guess will have to wait till 6th Sep for the official specs.

News Source: Facebook

Related Posts

• Spy shot (seventh time) of the new Yamaha R15





• Spy shot (sixth time) of the new Yamaha R15





• Spy Shot (fifth time) of the new Yamaha R15





• Spy Shot (fourth time) of the New Yamaha R15





• Spy Shot (third time) of the new Yamaha R15





• Spy Shot (second time) of the new Yamaha R15





• Spy Shot (first time) of the new Yamaha R15

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.

According to Croft Long, cruiser and personal watercraft product manager at Kawasaki Motors Corp., U.S.A. (KMC), Team Green’s new Vulcan 1700 Vaquero is something of a transitional model for riders of smaller displacement or more basic cruisers.
The company discovered that riders looking to move up from smaller cruisers to a larger model aren’t necessarily interested in or ready for full touring boats, like the Vulcan Voyager, Harley-Davidson’s Electra Glide models or H-D’s Road Glide Ultra.
Of course, the Vaquero is also crafted as a bike with an appeal all its own, drawing in riders that don’t always have a cruiser background – like ZX-14 owners. Long says these riders are part of the Vaquero’s demographic, as they look either to switch two-wheeled genres or further expand the type of mounts they ride.

And, naturally, with this latest Vulcan, Kawasaki hopes to woo riders from other cruiser brands as well.
During the Vaquero’s recent press launch in Montgomery, Texas, an hour or so north of Houston, Kawasaki staff didn’t specifically say the intent was to get in on the growing bagger sub-segment with the Vaquero, but more often referred to it as the next-step bike mentioned above.
Regardless of how much candor Team Green was willing or able to speak with on this matter of entering the realm of Harley’s Road Glide Custom and Street Glide models, Victory’s Cross Country and Star’s Stratoliner Deluxe, the fact is, with the Vaquero, Kawasaki has beat Honda and Suzuki to the lucrative bagger market.



To give you a sense of how important this part of the cruiser world is, Harley-Davidson says (without revealing any sales figures) the Street Glide is its top-selling model. Perhaps Honda and Suzuki don’t currently have any designs on the bagger game, but it would seem a wise move to join the party.
Another steel horse in the Vulcan stable
At its core the Vaquero is a Vulcan 1700. The latest V bike in Kawi’s big cruiser lineup shares its 1700cc (103.7 c.i.) liquid-cooled, SOHC, four-valve-per-cylinder, 52-degree V-Twin engine carried in a steel-tube cradle-type frame basic platform with its Vulcan Classic, Vulcan Nomad and Vulcan Voyager/ABS stablemates.
Changes to the 1700cc Twin unique to the Vaquero for 2011 include a new second piston ring for “improved durability,” and in the interest of weight reduction the lower primary chain guide was eliminated. Also specific to the Vaquero is a new first-gear ratio said to reduce shifting noise when clicking from neutral to first. Revised cogs for third and fourth gear also work to smooth out shifting action while reducing clatter from the gearbox.

Kawasaki noted that most Vulcan fans are satisfied with how the engine sounds and performs, but some riders with a touring bent requested a reduction of the noises generated when shifting gears. Finicky lot.
The Vaquero employs the same type of damper-less clutch found in the Vulcan Classic, which Kawasaki says gives the rider an increased feel for the engine, or a “higher torque feel.”
However, a cush drive damper remains in the rear hub. Absence of a clutch damper ostensibly gives the Vaquero “more character.” The Voyager and Nomad retain the clutch damper in order to help reduce some of the sensation of the engine’s power pulses.
According to Long, perceiving the increased engine feel in the Vaquero is likely to depend on the rider and/or the type of riding.
He gave an example of when he and another Kawi employee, both “bigger guys,” immediately noticed the difference between two sample bikes – one with and one without a clutch damper – while riding two-up. Another pair of lighter-weight riders had greater difficulty discerning which bike used the damper-less clutch.

The unstated premise here is that a touring rig, one carrying a passenger and full up with gear, should better nullify engine shakes, rattles and rolls so as to allow the touring rider a more enjoyable tour, if you will. Kawasaki dubs the Vaquero as the “ultimate solo cruiser with unmatched style, power and comfort.” We might infer from this that a Vaquero customer is perhaps more interested in the bike’s performance quotient and might value the engine’s visceral appeal more than he or she would the highest level possible for comfort.
Is removing a degree of smoothness by design a smart marketing move or something more on the gimmicky side?
Hard to say; but then again, if ultimate comfort was a key motivator of V-Twin sales, every V-Twin engine on the market would likely then employ rubber mounting and all manner of engine counter balancing. Yet plenty of cruiser makers do just the opposite, so there seems some merit in Kawi’s effort to give the rider more feel from the Vaquero’s engine.
On the other hand, the aforementioned tranny revisions aimed at reducing noise and increasing smooth shifting seem in contrast to the intent behind taking out the clutch damper. If Kawi presumes a Vaquero rider may want to feel more in touch with the engine, would that same rider then mind a little clank or clunk from the gearbox?

For what it’s worth, I scale in at an out-of-shape 155 lbs and can’t say I really felt the Vaquero engine’s more rugged nature – just as Long indicated some riders might not.
To the contrary, after a150-plus mile loop the Vaquero’s powerplant struck me as considerably smoother than many of its competitors. Maybe only Harley’s rubber-mounted Twin Cam 96 is slightly smoother, but only when under power. At idle the H-D Twin shudders like a paint shaker. The Kawi Twin is smooth at just about every point, including idle, save for some low-resonating vibes around 70 mph when in the rather tall and overdriven 6th gear (5th is also overdriven).
There is, however, enough vibe and rumble from the Vaquero’s dual-counterbalanced engine to satisfy my tastes. One of the aspects I enjoy most about motorcycling is the mechanical-ness of two wheelers and the sounds and feel associated with them – on that level the Vaquero works just fine.
As exhaust works it way out of the Vulcan engine it passes through the Vaquero’s tapered muffler tips said to reduce exhaust decibel levels (Kawi wasn’t willing to state precise decibel figures) at cruising speeds while also mirroring the rest of the bike’s long, flowing look. Last year’s Voyager and Nomad sported slash cut exhaust tips but for 2011 they also get the tapered treatment.

A new casting mold for the intake manifold is said to increase flow volume for more linear throttle response and improved idle; this update is given to all 1700cc Vulcans. The combination of changes to the intake manifold and exhaust necessitated changes to the ECU, and so all Vulcan 1700s have an updated brain for 2011.
Lastly, the Vaquero’s final drive belt is 2mm narrower, from 28mm to 26mm, for better tracking between the belt’s pulleys and for reduced belt squeal and squeaks.
Ergos on the new Vaquero split the difference between a couple of its Vulcan brothers, for what Kawasaki says is an “expanded rider triangle.” The Vaquero’s floorboards are set in the same position as the Nomad’s, that is, more forward than the other Vulcans, and its all-new, tapered one-piece seat has a lumbar shape – or hump – similar to the Classic’s saddle.
The Vaquero seat is also ready to accept an accessory rider backrest and quick-release passenger backrest, while a separate accessory seat accommodates passengers better than the standard saddle.
The Vulcan Classic still offers the lowest seat height of all 1700 Vulcans at 28.3 inches, while the Vaquero, Nomad and Voyager all have 28.7-inch seat heights. Victory’s Cross Country and Cross Roads boast an even lower 26.25-inch seat height. The Harley Road Glide Custom, a direct competitor to the Vaquero, has a seat height 1.6 inches lower than the touring Vulcans, but it and the Street Glide also have pitifully less rear suspension travel.

Where the Vaquero offers 3.1 inches of rear travel from its dual shocks with air-adjustable preload and four-way rebound damping (same for all Vulcan 1700s), the Harley’s air-adjustable shocks move a mere 2.0 inches. The Vaquero’s combo of thick seat foam and ample rear suspension travel make for a downright plush ride compared to the often-jolting experience a rider gets from the back half of either Harley ‘Glides.
Accessing the Vaquero’s dual air valves for the shocks is as simple as removing the seat; total pressure range for rear suspension is 0-40 psi. Recommend setting for a 150-lbs rider with empty luggage is 0.0 psi.
For the moto media’s test ride, Kawi techs set the shocks to 15 psi; the setting proved ideal for my 150-ish lbs frame. A Kawi staffer who weighs considerably more (I’ll spare him a guess at his “healthy” weight) said he often rides the Vaquero with the preload set only 5-psi higher.
Victory’s bar-mounted fairing bagger, the Cross Country, has even more rear suspension travel with 4.7 inches, as does the Star Stratoliner Deluxe with 4.3 inches. Reflecting on our recent Bagger Shootout that included the Vic and Star, I can say that despite more rear suspension travel than what the Vaquero has, neither of those bikes provides a significantly more forgiving ride than the Vaquero
The Voyager’s 45mm fork is given to the new Vaquero, while the Vulcan Nomad and Classic have a 43mm unit. Front suspension travel for the Voyager and Vaquero is 5.5 inches – 0.4 inches more than in the 43mm inverted fork on both the Cross Country and Cross Roads.

The Vaquero’s rather plump-looking 130/90 x 16 Bridgestone Exedra radial front tire appears like it might make for slow steering response; however, the front bun is a good pairing to the 170/70 x 16 rear tire. Neutral handling is a key characteristic of the Vaquero; steering effort is light, with a fluid, linear movement from upright to full lean.
This Vulcan’s claimed curb weight is 836-lbs. That’s 25 lbs more than the Road Glide Custom’s running order weight, and a whopping 41 lbs more than what Star says Strato Deluxe weighs fueled and ready to ride.
The Vaquero’s lean angle clearance isn’t as generous as that of the Victory Cross bikes – few cruisers in this class offer as much as the Vics – but is at worst, average. Standard calipers gripping 300mm discs handle braking, and at this time ABS is only available on the Euro version of the Vaquero. Only the heavier Vulcan Voyager offers optional ABS. Excluding ABS from the Vaquero seems inline with what the rest of the market is doing with baggers that aren’t intended as long-haul tourers.
Styling is elemental to cruiser/bagger design, and the Vaquero’s smooth, flowing lines, from the frame-mounted fairing with color matched inner fairing to the sculpted hardbags weaved into the shape of the tail section, the Vaquero’s look says that form is just as important as function for this Kawasaki.

All is not perfect, unfortunately, as the faux tank strap doesn’t fully disguise its plastic reality; and in a sacrifice to style the Vaquero’s 9.6-gallons-each side loading saddlebags lost about half a gallon of space compared to the Voyager and Nomad’s top-loading bags. The Vaquero’s bags operate with a reassuringly solid-functioning chrome handle/latch.
It’s prudent that the Vaquero’s bags require a key (same as ignition) to open and close so as to prevent your stuff readily dumping out. But the bags’ fixed mounting method, rather than a tool-less and easily removed Dzus fitting like the Harley and Victory use, makes accessing each of the Vulcan shock’s rebound damping adjuster atop the shock body unnecessarily frustrating. You’ll need patience or smallish hands, or both, to reach behind the saddlebags in order tweak the shocks.
Contrary to this lil’ shock access peccadillo is Kawasaki’s thoughtfulness in placing two helmet hooks under the saddle.
The large fairing and almost-not-there, style-conscious 6.0-inch windscreen sufficiently protected my 5-foot 8-inch frame from the wind without excessive buffeting, but taller riders may have a different, less favorable experience. A simple remedy for unwanted windblast is to choose from one of five optional screens ranging from 6.5 inches to 18.0 inches in height.

The standard screen and optional 6.5-inch unit are both dark tint; the remaining taller accessory screens are only available in clear.
Speaking of options for the Vaquero, about the only one not on offer is ABS. The Vaquero is otherwise just about as loaded as any bagger comes, with a robust sound system providing AM/FM/WX, and is XM ready – all that’s necessary is the accessory XM module – while the AUX mode on the sound system allows use of an MP3 player via an accessory adapter.
The sound system’s volume/mode and track/station selector switches on the left-side switch gear are joined by a built-in CB function switch that waits patiently for the addition of an optional CB system. Switches for the standard cruise control (also on Voyager and Nomad) are located on the right-hand switch housing. Cruise activates when in 3rd gear or any speeds between 30 and 85 mph.
A rider can increase or decrease cruise speed by as little as 1 mph at a time thanks to the EVT (Electronic Throttle Valve – type of throttle-by-wire) used on the Vaquero as well as on the Nomad and Voyager.
On the subject of adapters and music, the Vaquero’s left-side locking glove compartment is prewired to plug into Kawasaki’s accessory iPod adapter kit that comes with a foam-rubber holder for your iPod. The adapter is pre-molded in the shape of the compartment for a secure fit.

Thirty-five accessories are available now with many more in the chute; and when it came time to plan for Vaquero accessories, Kawasaki took a calculated approach to making the bike as plug-n-play as possible.
The bike’s wiring harness has many accessory plugs prewired (like the aforementioned iPod connector plug), and the ability to purchase accessories a la carte allows a consumer a modular path to building exactly the Vaquero they want without committing to extras they aren’t necessarily interested in.
Ride ‘im, cowboy!
Prior to the Vaquero’s launch, the Victory Cross Country arguably provided a whole lot of bang for the buck.
The Vic offers the roomiest saddlebags in the class, a comprehensive sound system, second-largest V-Twin in the class, a stout aluminum frame joined by excellent overall ride quality and comfort, all for $17,999.

Although the 2011 Kawasaki Vulcan 1700 Vaquero’s 1700cc engine isn’t quite as big as the Victory’s 1731cc lump, when we lasted dyno tested a Vulcan 1700cc in the Vulcan Classic vs. Triumph Thunderbird comparo, the Vulcan managed 86.3 peak ft-lbs. In our 2011 Bagger Shootout the Victory Cross Country churned out just less than 89 ft-lbs.
We’d expect a little better performance from the Vulcan’s liquid-cooled engine, but then again we’re only talking a deficit of a couple ft-lbs.
Furthermore, the Vulcan’s chassis performance and ride comfort are right there with the Victory. And the Vaquero provides a level of rider entertainment comparable to the Cross Country, including multi-menu access for MP3 players. Standard cruise also matches the Victory.
One of the few areas the Kawasaki comes up short to the Cross Country is hardbag volume. But the Vaquero’s impressive standard three-year warranty with optional warranty add-ons extending base coverage an additional one to three years is a rare offering in the moto world. And the warranty remains in tact if you use Kawasaki accessories.
Star’s Stratoliner Deluxe has the most powerful V-Twin in the segment, but beyond the extra power, and an iPod connector in its batwing fairing, it’s hard to justify the Star’s $17,499 price in the face of the competition.
No question the Vaquero is influenced by the venerable Road Glide Custom from Harley. The bike from Milwaukee is a quality machine and it has an excellent dash, but for now H-D doesn’t offer a plug and play setup for the iPod – something I see as a new standard.

Then of course there’s the issue of the Harley RG Custom’s smaller 96 c.i. Twin (good for 80.4 ft-lbs the last time we dyno’d), not-so-great rear suspension, the extra $295 required for cruise control and a class-topping base MSRP of $18,999. In fairness, what Harley does boast over most other brands is typically good resale value.
With the recent addition of Victory’s Cross models, the bagger battle has almost overnight become a war in which a manufacturer must offer the most motorcycle for the least cost – not just the best bike at any cost. Victory sets the bar high in this new paradigm.
But now comes the $16,499 Vulcan Vaquero to meet most of Victory’s standard; a good ol’ fashioned duel ensues. Perhaps the new guy in town might even beat Victory at its own game.

It was easy to love last year’s Kawasaki KX250F. Yes, it had a carburetor, handling was merely average and even the looks and ergonomics were a little dated. What made it such a hit? Power. The 2010 KX250F engine ran so strongly nothing else mattered. The 2010 bike was so good that KX250F sales rose 18% while other brands of 250Fs saw sales drop.
Motorcycle.com became acquainted with the 2011 KX250F at the North American press launch at Budds Creek. Engineers were excited to show off their hard work; the new KX250F received over 30 changes from the previous year, including the biggest of them all, fuel injection.


We liked the 2010 model so much we were afraid Kawasaki was “fixing what ain’t broken,” so it was interesting to collect feedback from Greg Jones, the son of three-time AMA MX Champ Gary Jones. We left Budds Creek enthusiastic about the new machine, but were still a little skeptical. Let’s face it; a pro rider on a world-class motocross track, surrounded by factory-trained technicians, isn’t an accurate representation of how a bike will work in the real world.
Before we dig into the 2011 KX250F a techno refresher is in order. The Kehin battery-less fuel injection system is just like the one used on the KX450F, only with different calibration. The ECU is tunable with software from Kawasaki, allowing riders to adjust the powerband to their riding style and track conditions. A gear position sensor, an air pressure sensor, a water temp sensor and an air pressure sensor are used to optimize the air/fuel ratio. The system also incorporates a vehicle down sensor, designed to shut the engine off if you crash.
On paper the new engine makes slightly more mid to top-end power than last year. In the name of increased reliability the 2011 KX250F engine also has new cams, valve springs, a new piston, a new cylinder, a new crankshaft, revised gear ratios and a new gearshift mechanism. The air intake volume and the exhaust header length were massaged to improve low-rpm response, and the new muffler was designed to meet AMA noise standards.
It seems weird to only have one fork spring, but the new Showa Separate Function Fork (SFF) system has adjustable preload, compression and rebound damping and weighs 1.5 pounds less than the old fork. It also has less stiction and is less expensive to service or modify. The tripleclamp offset has been reduced to 22.5 mm in the quest for increased front wheel traction.
The shock is Kashima treated to improve smoothness, and has revised damping settings for 2011 to better match the new fork. Leaving no stone unturned, Kawasaki engineers changed the engine mounts from stiff aluminum to more flexible steel as a way to gain lighter handling and better cornering! The saddle has a new cover with increased side grip. Kawasaki says the bike weighs 232.7 pounds, but it feels lighter than that when you’re moving it around in the garage.
We knew from our time at Budds Creek how well the KX250F worked on a Pro-level MX track, so we spent most of our ‘real-world’ test doing other stuff. We ripped around on around first and second gear singletrack like an off-road racer, rode fast Euro-style grass tracks like an ISDE racer and even searched out Endurocross-type obstacles to hop over.

It’s no wonder KX250Fs have been successful in Endurocross racing! Smooth low-end power and a well-controlled midrange hit inspire riders to go out and hop over things.

Back in 2010, despite having a carburetor, we praised how easily the KX250F started. Well don’t worry; with fuel injection the KX-F starts every bit as well as last year. When cold simply pull the choke/idle speed knob, roll the bike over a couple times to prime the EFI system and then give it a full kick. Hot? One full, solid kick and she lights up almost every time. At typical sound test rpm the new muffler is pleasingly quiet. Go beyond that, with a good twist of throttle, and the KX250F is just as loud and raspy sounding as ever. Over the course of a week our test bike grew louder as muffler packing, our hearing and our neighbor’s patience, deteriorated. Thankfully the aftermarket is full of quiet performance pipes these days.
EFI lets the engine pull smoothly off the bottom then revs quickly and barks into a stellar midrange hit. It’s almost two-stroke-like. For an experienced rider that snap is useful on the motocross track, and with a practiced clutch finger, it works off the track too. At higher RPM the power tapers until you hit the rev limiter. No, the KX250F is not the easiest to ride 250F ever but it is very likely the fastest. The fuel-injected engine never once flamed out, stalled, gurgled or did anything except run great.
The close-ratio five-speed transmission has a good overall spread of gears and final drive gear ratio for most tracks. Trail riders or novices might want to gear it down a tooth or two, but since the Kawasaki engine is so smooth off idle it’s not much of an issue. The newly revised transmission had average action and had a nice light clutch feel, but about halfway through our test it became more difficult to shift gears under load for some reason. We never missed a shift but it took more toe effort than it did at first. The clutch itself remained flawless for the entire test period.

Hard charging motocross pros might find the fork too soft for some tracks, but its versatility really impressed us.

The new SFF front end worked well, if a bit soft for Pro riders, on the track. With stock damping adjustments but five clicks less preload the fork worked well on the trail also. Our test riders ranged from 150 to 200+ pounds, so we can conclude the SFF forks are not only versatile but also suit a wide range of riders. The SFF system also makes valving or spring rate changes relatively inexpensive compared to conventional motocross forks.
The shock also worked nicely, generating almost no whining from our test pilots. Typically motocross, it was a bit too firmly damped on high-speed compression for our slower testers in the woods, but overall it did a good job of absorbing both trail hack and moto leaps.
Ergonomically the KX250F feels a little thick for a 250F. It has a comfortable seat and a fairly wide fuel tank. Compared to some motocross bikes that are a little too hard edged to be truly comfortable, the KX-F feels almost like a trail bike. But this is a race bike, pure and simple. Unlike Honda’s CRF250R, which can sometimes trick you into thinking you’re aboard a play bike, the KX250F always feels like a racer. It is stable enough at speed, but despite the chassis changes the KX-F still doesn’t own the corners like an RM-Z. The brakes were excellent, and the entire KX250F package encourages you to ride faster.
The bike comes with a plastic skid plate that is a nice addition for moto or for normal trail use, but is not strong enough for budding Endurocross racers. When we took our test bike trail riding we did nothing more than install Enduro Engineering handguards, but if we owned a KX250F we’d be installing more serious off-road armor, an o-ring chain and a quieter muffler.
Things our testers didn’t like were the obnoxious exhaust note, the noisy (but effective in shaking mud off the chain) serrated chain roller and the way the bike aged right before our eyes. It’s obvious we really like the KX250F. From our preview at Budd’s Creek we knew we liked it as a motocross bike, but now we also like it as a woods racer. So far it’s at the top of our list for 250F of the year. The KX250F is a great motocross bike, and when ridden aggressively will happily become a very effective new-school enduro racer.
Thanks to Kawasaki Canada for providing our test bike!

Top marks for engine performance, good suspension and average everything else add up to another winner for Kawasaki.

All right, let’s come clean and admit this isn’t really a review of Ducati’s segment-busting new bike, the power-cruiser-esque Diavel. But from info recently gathered – including comments from Ducati’s CEO, plus the timeless seat-bounce test – we now have a clearer idea of the qualities of this controversial new Italian steed.
Factory MotoGP rider Nicky Hayden Hayden rode the Diavel onto the LA Auto Show’s stage two days ago, culminating with a tire-smoking burnout. Ducati was there to share the spotlight with the AMG division of Mercedes-Benz, together announcing a new partnership that sees the high-performance AMG sub-brand sponsoring Ducati’s MotoGP team.

After Hayden’s smoky entrance, the hundreds of international automotive media promptly ignored the new 550-hp CLS 63 AMG and flocked over to the chunky Diavel.
The deal includes sponsorship of Ducati’s GP team for two years plus an option to extend it, and the marketing effort will also encompass test rides/drives at each other’s events. And company reps hinted about the possibility of one day cooperating on future products.
“I’m pretty sure our AMG Performance Studio will be able to capture the spirit of Ducati in a very special AMG someday,” teased Ola Källenius, CEO of Mercedes-AMG GmbH, “but that’s something for another show.”
“Our engineers and our designers will have a lot of input from them, and vice versa their designers,” Gabriele del Torchio, president and CEO of Ducati Motor Holding S.p.A, told Motorcycle.com.

A throng of auto journalists gather around the new Ducati Diavel. Ducati CEO Gabriele del Torchio stands next to his GP rider Nicky Hayden, while AMG and Mercedes brass enjoy the shared spotlight.

Coincidentally, the companies share a history of using desmodromic valve actuation. Mercedes employed  the mechanical-closing valvetrain design in its fearsome W196 Grand Prix racer from 1954, while Ducati’s legendary engineer Fabio Taglioni first used the system in the 1956 125 Desmo GP bike, and the Bologna-based company continues to use desmo valves in its current range of V-Twin engines.
The 1199cc V-Twin from the odd but successful Multistrada finds a new home in the Diavel, seen for the first time in North America at this week’s auto show. We were able to try it on for size shortly after Hayden warmed it up.
 “I’ve got a Ducati 848 at home, but I might need to add one of these because it’s something different,” said the Kentucky Kid.

The Diavel is indeed different, and it’s often been derided by traditional Ducatisti who revere the brand’s performance heritage. However, the Diavel (“devil” in Bolognese) is directed at a new clientele.
“I truly believe that we’re going to open a new market segment, as we did many years ago when we introduced the Monster,” del Torchio commented. “It was a new category in the market, and we think the Diavel will do the same.”
Ducati reps are cautious about describing their new creation as a cruiser, even if its long and low stance points it in that direction relative to something like an 1198.
“It’s very comfortable, very powerful and easy to ride,” related del Torchio, who has ridden the Diavel in prototype form.

Ducati’s CEO Gabriele del Torchio astride his company’s bold new model while Mercedes-AMG CEO Ola Källenius wishes his CLS 63 looks as cool as the Ducati.

Getting a chance to see the Diavel in the flesh, it looks smaller than the impression it gives in photos. It takes but a short swing of a leg to get onto the 29.5-inch seat, made possible by a low-mounted horizontal rear shock. The saddle’s bucket-like perch feels comfy but doesn’t allow much fore/aft room, and it’s nicely highlighted by red stitching.

 Don’t expect anything like ape-hanger handlebars on this pseudo cruiser, as they are set quite far forward relative to a traditional cruiser. Similarly, its footpegs are located forward compared to other Ducs, but they are placed comfortably just ahead of the seating area. A rider’s view is dominated by the large expanse of the 5.3-gallon fuel tank and side-mount radiators. Clutch pull feels quite light.
Pulling the Diavel off its sidestand requires little effort, as the “Carbon” version we sat on (with forged-aluminum wheels and carbon-fiber accents) is said to weigh just 456 pounds – less than any 750cc-plus cruiser we can think of. And this is a 1200cc “cruiser” with a 162 galloping horses, enough, said del Torchio, to reach nearly 150 mph.
Further putting the cruiser label to rest is the Diavel’s cornering clearance. Del Torchio says it has up to 41 degrees of lean angle. To put that in perspective, consider that Harley’s raciest bike, the XR1200X, can achieve a 39- or 40-degree lean before touching hard parts.
Pirelli played a key part in the Diavel’s development, creating a wide (240mm) rear tire with a more rounded profile than fat cruiser rubber. Pirelli reps claim that it offers neutral turn-in response unlike anything this wide that was previously offered. If that broad bun fails to get your attention, the imposing stacked mufflers (that look big enough to fire mortar rounds) will.
 That steamroller tire is proudly on display thanks to a single-sided swingarm and a truncated tailsection that incorporates a faired-in taillight and clear-lens LED turnsignal strips. A stylish steel-trellis license plate bracket extends from the swingarm, further cleaning up the rear view.
Further adding to the Diavels high-end appeal are the presence of aluminum body panels rather than cheap plastic. The fuel tank covers and the tailsection are fabricated from the lightweight metal.
Pillion accommodations are cleverly unobtrusive – footpegs fold down from the tailsection on thin brackets, while a grab handle slides out from its stowed area above the taillight.
So, although we don’t really yet know how the Diavel will ride, we have some positive first impressions. It has a captivating presence in person, and despite its cruiser leanings, it looks every inch like a Ducati with its red trellis frame and sport-spec suspension and brakes. There is literally nothing quite like it.
And consider the Porsche Cayenne SUV, which was roundly scoffed at by sports-car purists. It went on to become the brand’s best seller, providing an outlet for those who desired a 911 but couldn’t reconcile buying one because of family or comfort concerns. 

We can imagine a segment of two-wheel performance enthusiasts who have long admired Ducati’s racing legacy and Italian style but have been intimidated by the company’s hardcore sportbike lineup. The Diavel might be seen as an easier introduction to Ducati membership.  
The standard Diavel will retail for $16,995 when it arrives in dealers early next year. The upmarket Diavel Carbon rings in at a spendy $19,995 for the black version; it’ll cost another $400 to get it in red. The Diavel’s performance bona fides will be put to the test early in February of 2011 during its press introduction. Stay tuned for the real review!

Harley-Davidson recently announced its four-bike CVO lineup for the 2011 model year. Returning to the Custom Vehicle Operations stable is the range-topping Ultra Classic Electra Glide ($36,499), the popular Street Glide ($32,499), and the versatile Softail Convertible ($29,599) – all with new additions and options to set them apart from the 2010 iterations. We’ll bring you riding impressions of that trio later, but we’ll first start with the newest CVO, the Road Glide Ultra, a stylish and exclusive luxo-touring rig.

---

It’s a tough economy out there for a lot of us, causing a precipitous drop in motorcycle sales over the past two years. However, those with deep pockets and shrewd investments always seem to have disposable income for a new toy in their garage.
Well-heeled riders such as these don’t choke when they are told the $35,999 MSRP of the 2011 CVO Road Glide Ultra. If you’re trying to eke out another 500 miles from your old KLR650’s tires, perhaps you’re not the customer the CVO group is targeting.

According to Harley, the average age of a CVO customer is 54-55, right in their prime earning years. Harley research reveals that CVO customers buy $3,500 of accessories on average, roughly double that of the average H-D OE customer despite the CVOs already being fantastically tricked out.
Like last year’s CVO lineup, all 2011 CVOs are set apart from their lesser brethren by the implementation of the Screamin’ Eagle Twin-Cam 110-cubic-inch motor, hot-rodded from the standard H-D TC96 and even the TC103 in the 2010 Harley Electra Glide Ultra Limited we tested last year. The TC103 is also standard equipment in the OE 2011 Road Glide Ultra we tested last week, and also as part of an optional “Power Pak” upgrade package on any 2011 OE Harley.

If there’s a motorcycle cockpit more visually impressive than the Road Glide Ultra’s, we’ve never seen it.

If you can’t convince a passenger to ride with you on a seat like this, you may have deep personality issues.

This year marks the first time there has been an Ultra version of the Road Glide, and Harley describes it as “a super-premium touring motorcycle.” As such, the RGU is gussied up with every luxury-touring amenity Harley can think of. And, like all CVO’s, it makes for an impressive sight, with rich custom paint, deep and lustrous chrome, and wonderful finish quality.
It’s a fact that if you’ve got stacks of cash, you’re more likely to have a grateful companion along for the ride. CVO engineers obviously have learned that if momma ain’t happy, nobody’s happy, because the RGU’s pillion seat is a sumptuous place to plant a pair of cheeks. 
Both rider and passenger get electric heating, leather inserts and matching adjustable backrests. The reshaped saddle also has another trick up its sleeve, having a hammock-style suspension for the rider and a spring-board suspension for the pillion under its thick padding. Passengers will also appreciate the air-adjustable lumbar support that can be positioned in four areas of height.
Behind all that queenly luxury is a Deluxe Tour Pak top-box with interior lighting, an internal 12-volt power port, and color-matched LED brake/tail lamps. Its lock (and those for the saddlebags and ignition) is remotely operable – all at the push of a button on the bike’s key fob. Carry-out luggage liners ease the walk up a B&B’s steps, and an Air Wing luggage rack provides a place to strap on a trinket from the antique store.
Along with the typical RG cockpit features, the CVO version adds cruise control, four BOOM! speakers driven by a Harmon/Kardon 40-watt-per-channel amp, and an 8GB iPod nano that automatically charges itself when stored in its saddlebag pouch. The audio system (including XM radio and intercom) offers an iPod interface via the audio system’s screen and is controlled by handlebar switches. The Glide’s chrome 1-inch handlebar is slightly reshaped for extra comfort, and most wiring is routed internally. A tri-phase charging system generates 650 watts, enough to power all the trick convenience gizmos.

The Road Glide Ultra has a vast array of accoutrements to make its riders as comfy and entertained as possible. Heated seats and grips, dual backrests, cruise control, audio system and ABS only touch on a few of its features.

The Road Glide is distinguished by its distinctive dual-headlight prow of the frame-mounted fairing. This CVO version is visually set apart by its Mirror Chrome Agitator wheels, 18 inches in diameter front and rear, and new billet muffler end caps with black spears. You’ll also notice the Rumble Collection foot controls, mirrors and saddlebag latch covers, all bathed in rich, deep chrome. Trim panels for the CB pod insert, Screamin’ Eagle 110 intake insert, and Tour-Pak lid insert feature a new diamond-cut pattern.

Harley’s CVO division always delivers superlative paint and finish work. Seen here is the Frosted Ivory and Vintage Gold with Quartzite graphics version.

Glide Ride
First impressions of the RG Ultra are of its physically imposing size and its brilliant finish quality. There’s a lot of stuff to look at on this huge machine, and all of it is of a very high quality. The RG’s massive fairing presents to a rider a lustrous cockpit with a bold instrument panel that is painted to match the body panels. The Rio Red version features deep red metallic paint that a rider can admire all day long.

Although the Road Glide Ultra is ponderous at low speeds, it can carve up a twisty road at a fair pace. Harley says it can be leaned over to the right up to 33 degrees.

Speaking of all day, the RGU’s pillowy saddles seem fully up to the task – this could be the cushiest seat combo in motorcycledom, made even more pleasing by their heating elements. The newly shaped handlebar is a comfortable reach, and it also includes a mount for the Road Tech zumo 660 GPS navigation system. A small ergonomic niggle for shorter riders is the high angle of the audio display. I also had problems navigating through the iPod menu, but I have little doubt it would become second nature after more miles.
The RGU is said to scale in at 943 lbs full of fuel, and it certainly feels it when lifting the bike off its chrome sidestand. Rubber-mount handlebars and a lot of weight carried high (fairing and top case) conspire to made the RGU a little unwieldy below 5 mph – the big Glide is daunting at walking speeds.
But once underway, the newest CVO seems to shed some of its considerable weight, and it adroitly bends into corners better than you might expect. Air-adjustable shocks allow the RGU to adapt to various loads, all the way up to its 1360-lb GVWR. Harley claims an available lean angle of 33 degrees (30 degrees on the pipe side), more than many cruisers.

This Charcoal Slate and Black Twilight with Quartzite graphics version is the most understated of the three available color schemes for the Road Glide Ultra.

Hauling all that weight down from speed is a fairly potent brake system. Triple Brembo four-piston calipers offer strong bite on the trio of 300mm rotors, with smooth initial power progressing linearly to the ABS system’s reasonably high limits.
Performance from the Screamin’ Eagle TC110 was muted because of the mile-plus-high elevations around the Lake Tahoe area in which we rode. But despite the thin air and a half-ton of weight, the burly TC110 never felt out of breath. Throttle response is impeccable, with ultra-smooth pickup from a closed throttle. The rubber-mounted V-Twin is exceptionally smooth on the road, with vibes only noticeable at idle. The addition of a high-torque starter ensures the big-cube motor fires up easily.

Chrome, glorious chrome! The Road Glide Ultra is slathered in it, looking especially tasty in the Screamin’ Eagle TC110 engine compartment. Note the heat deflector behind the rear cylinder to deflect hot air away from a rider’s leg.

The RGU is EPA-rated at 47 mpg on the highway (32 mpg city), so as much as 280 miles on a single 6.0-gallon full tank might be achievable on the open road.
Wind tunnel testing was used to design a new mounting angle for the 16-inch Road Glide smoked windscreen, and we found its new design to offer excellent protection for its size. Wind deflectors on the top of the engine guards force more air around a rider for greater protection from the elements.
"Throttle response is impeccable, with ultra-smooth pickup from a closed throttle."
Suspension control is quite good, especially considering the rear end has just 3.0 inches to work with, a nominal amount that helps achieve a low-ish 29.5-inch seat height. Dunlop D408/407 dual-compound tires offer acceptable grip along with the expectation of greater life from the more durable center compounds.
Our least-favorite aspect of the RGU is its rubbery feel from the front end. Feedback through the rubber-isolated handlebar is indirect, and this makes itself known at parking-lot speeds and during quick steering inputs. I rode the RGU back to back with the CVO Street Glide, and the SG offers more secure feedback due to its lower-profile front tire and less weight up high from its smaller fairing and lack of a Tour Pak.
The Verdict
Okay, so the Road Glide Ultra won’t appeal to everyone – its price guarantees this even if its style doesn’t. In fact, like all CVOs, production numbers are finite - the RGU will be limited to about 3,000 units (never mind the fact that any Victory model would be lucky to sell 3K annual units).
We’ll bet that, even in this current gloomy economy, Harley will have no trouble finding 3,000 customers for this exclusive touring machine. After all, it’s the first time there has been a Road Glide Ultra to be given the CVO treatment, and CVO customers really enjoy standing apart from the crowd.
There is so much to like here, including several luxury and convenience upgrades that will coddle and soothe on road trips of every length. And, at the risk of belaboring the point, the finish quality on this and every CVO is beyond reproach. And everything is backed by a two-year warranty
Harley reps describe CVO customers as “alpha riders,” always at the front of the pack. For those who want to make a bold statement and have the bucks to afford it, this CVO Road Glide Ultra is a distinctive and stylish way to lead the parade.

The open road beckons the CVO Road Glide Ultra. Comfort will never be an issue.