Never have I ridden a dirtbike that attracts as much attention as this. Everyone who spies it does a double-take, makes a beeline for my pit area, gives the bike a good once-over and then waxes poetic about the futuristic styling: the shape of the frame, seat and plastic; the far-out front fender supports; the foam-covered air inlets in what appears to be the gas tank; and the dual exhaust outlets under the seat. Yet ironically, most don't notice the very feature that makes the Aprilia MXV 4.5 unique.

It's got two cylinders.

It's been a few years since the Italian company introduced its family of 450 and 550cc dual-sport and supermoto twins, and the motocrosser is the latest addition. Much more than a merely stripped-down version of its predecessors, the 'crosser features a heavily revised frame and engine aimed at optimizing power and weight.

Throw a leg over the MXV and, aside from the filler cap for the underseat gas tank being right in your crotch, most of the weirdness disappears. Until you kick-start it, and the fuel-injected, 449cc V-twin responds by revving out for a few seconds before falling back to idle, sounding like a pair of 250s parked side-by-side.

At low revs and slow speeds, the engine is torquey and tractable, pulling cleanly through technical sections and out of tighter corners. At higher revs and faster speeds, you'd better hold on tight, because this thing is a rocket! Fortunately there's a switch that lets you toggle from Hard to Soft engine maps, which is a real boon when you're tiring toward the end of a long moto. The spread of power from just above idle to 12,500 rpm is so broad that I didn't even realize the MXV had a four-speed gearbox until I read the specs afterwards! Those wanting more power have the option of switching the ignition timing from the standard Big Bang to Screamer mode, though you'd have to be seriously demented to do so.

Handling is excellent, particularly on the fast, rough tracks that are common in Europe (go figure). The spring rates felt too soft under my 200-plus pounds when landing off big jumps, and more so after shock fluid began seeping past the compression adjusters. But over big, sandy, desert-style whoops or braking bumps, the MXV was magic. Steering is better in fast sweepers than slow switchbacks, and the 238-pound (dry) bike does feel a tad heavy when it gets out of shape. Also, the engine is a bit low and wide, so the footpegs drag in rutted corners. But overall, this is a fine first effort from a company that most people don't realize started out making dirtbikes before turning its attention to the street.

The MXV 4.5 only really has two shortcomings. First, its twin-cylinder engine makes it illegal for AMA Pro Racing; check your local club's rules before you sign on the dotted line. And second, at $8499 it's expensive for a dirtbike, even compared to its fellow European exotics from Husqvarna, Husaberg and KTM.

That price won't seem so high to street riders, however, particularly those who've shelled out $15K or more for an Aprilia, Ducati or MV Agusta. And truthfully, if you've got one of those parked in your garage, the MXV 4.5 is the only worthy stablemate shod with knobs.

Particularly if you like being the center of attention.

tech
Spec

Price	$8499
Engine type	l-c 77-deg. V-twin
Valve train	SOHC, 8v
Displacement	449cc
Transmission	4-speed
Claimed horsepower	na
Claimed torque	na
Frame	Aluminum/steel composite
Front suspension	50mm Marzocchi inverted fork with adjustable compression and rebound damping
Rear suspension	Sachs shock with adjustable spring preload, high/low-speed compression and rebound damping
Front brake	Nissin two-piston caliper, 270mm disc
Rear brake	Nissin single-piston caliper, 240mm disc
Front tire	80/100-21 Dunlop D756F
Rear tire	120/90-19 Dunlop D756
Seat height	37.8 in.
Wheelbase	59.0 in.
Fuel capacity	2.0 gal.
Claimed dry weight	238 lbs.
Contact	www.apriliausa.com

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From across the street, you'd be forgiven if you mistook the new Suzuki TU250X for a well-kept T250. Except for the single-cylinder four-stroke engine, front disc brake and a few other modern amenities, it pretty much is a '71 T250. Small, lightweight and stylish, the TU is great for beginners or nostalgic riders who want the retro look coupled with modern reliability and performance.

The little Suzuki is powered by an efficient 249cc air-cooled single, updated for the 21st century with fuel injection and electronic ignition for instant starts and smooth running in all conditions. Replacing the blue haze of its pre-mix predecessor, the TU sucks straight 87 octane. To keep emissions low, exhaust is treated to a last-minute dose of fresh air from the well-hidden pulse-air plumbing before being forced through a catalytic converter housed within that tapered chrome muffler.


2009 Suzuki Tu250x Right Side View
The TU has the stability of a low-slung scooter, with the comfort to match. The saddle is generously padded, as is the pillion seat.

The 18-inch spoke wheels and large fenders exude classic style. Smooth lines, lustrous paint and an inviting size attract the eye, but look a little closer and you'll see a number of styling details usually reserved for more expensive models. The bar ends, horn, chain guard and various fasteners are chrome-plated-not the sort of attention to detail you'd expect on a bargain-priced motorcycle. Even the engine cases and fork lowers have been polished, adding to the TU's glimmering appearance. Kudos to Suzuki for cramming so much style into such an affordable package.

Bulbous side panels conceal most of the engine's unsightly life-support systems, keeping the engine window clean and uncluttered. Turn the right-side screw with a coin and the panel pops off to reveal the battery, fuse box and tool kit. Removing the left-side cover provides access to the air filter.


2009 Suzuki Tu250x Wheel
Braking duties are handled by a 275mm rotor and Gladius-spec Tokico two-piston caliper. A surprisingly effective drum brake resides out back.

Slip into the TU's sumptuously padded saddle and the swept-back bars place your hands at an agreeable height and width. Large, rubber-swathed footpegs offer a secure perch, with the big, knurled rear brake lever and shift lever within easy reach. A simple analog speedometer with odometer and tripmeter grace the top of the chrome headlight bucket. The minimalist dash is finished with large neutral and low-fuel lights inset in the black triple clamp.

Dab the starter and the little single jumps to life, settling into a barely-audible pitter-patter idle. Not too experienced with a clutch? The TU's short gearing and robust low-rpm torque make learning the basics simple. Setting the bike into motion is as easy as releasing the clutch lever. Left to idle, the 250 will creep along steadily at walking speed.

Once underway, the TU feels smooth and stable, propelled by a gentle wave of tractable power. A long wheelbase and low center of gravity contribute to a planted feel, whether plonking along in a parking lot or cruising down the boulevard. Power is sufficient to get the jump on city traffic, but brisk acceleration requires quick movement through the five-speed gearbox and a heavy hand on the throttle. Shift action is succinct, but things can get sticky when the engine gets hot sitting in traffic or after sustained high-rpm cruising.

2009 Suzuki Tu250x Engine
Like on its bigger brothers, Suzuki Composite Electrochemical Material (SCEM) cylinder plating has been applied to the little TU to help improve power, efficiency and longevity.

Although its small size and humble displacement are best suited to cross-town jaunts or gentle back-road meanders, the Suzuki fares pretty well on the freeway. With the throttle rolled to the stop it tops out at about 85 mph, with the engine turning at what sounds like 8000 rpm. At freeway speed vibration is minimal, and the large mirrors provide a clear view of the rushing commuters bearing down on you. Despite the narrow 90/90 Cheng Shin front tire, the bike is unruffled by rain grooves and pavement irregularities, thanks no doubt to its generous trail. Braking equipment is more than ample to quickly slow the little TU from maximum speed, and the front brake lever has a taut, responsive feel. With 3.2 gallons of the cheap stuff on board, you can easily ride 150 miles between fill-ups. With a gentle wrist we were able to get about 68 mpg. Caning it on the freeway dropped that figure to 50 mpg.

The TU's 30.3-inch seat height and 328-lb. wet weight mean even smaller riders shouldn't find it a handful. The relaxed ergonomics proved acceptable to a surprisingly broad spread, from our tallest (6'2") to our shortest (5'4") test riders. Chalk it up to that soft, wide seat and those excellent handlebars.

While classic styling and an affordable price tag will attract riders to the TU250X, its sweet demeanor and reliable performance will seal the deal. If you're looking for a retro-style commuter or a friendly first bike, this just might be it.

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Who is Johnny Pag? He's a custom chopper builder turned production bikeproducer. His company, Johnny Pag Motorcycles, offers a line of Chinese-made cruisers, choppers and standards, all powered by an identical 300cc parallel-twin engine.

Recently we were invited to take a ride on JP's FX-3, a naked standard similar in appearance to the Honda Hawk. As I pulled away from Johnny Pag world headquarters in Irvine, California, every bike I had ever ridden suddenly snapped into focus as a paragon of performance engineering.

That's not to say the FX-3 isn't a fine motorcycle. It's just that having ridden more refined machinery, the bike is pretty lackluster. Luckily for Johnny, the FX isn't aimed at experienced riders. Pag explained that his machines are intended for first-time riders, and as such are an excellent introduction to the two-wheeled world.

With a low, 31-inch seat height, manageable 300cc engine and affordable $3399 price tag, the FX-3 is a very inviting first ride. It's freeway-legal, and actually freeway-able for short jaunts, so it makes a great short-distance commuter for someone who might otherwise gravitate toward a scooter. The styling is pretty neutral, with the only outstanding aspects being the undertail silencers and the smallish 15-inch rear wheel. My friend's 15-year-old son said something about it looking dope, fly or otherwise acceptably cool. I agree. If you haven't popped for the Lasik surgery yet and stand far enough away to miss the warty welds, this bike has a purposeful, naked-streetfighter look. It comes in black or red, with matte-black engine complete with "Johnny Pag" on the clutch cover.

The FX-3 is a stylish standard, but if you're looking for something more laid-back, JPM also has the stretched-out Spyder, Sportster-esque Pro Street and hard-tailed Barhog.

The DOHC two-valve engine is mundane but functional, and the braking components, although unidentifiable as to manufacturer, work quite well. The only obvious issue was a soft and under-damped fork, which made for some nose-plunging stops. Surprisingly, the FX comes with fully adjustable shocks, which worked well to smooth out the bumpy Orange Country back roads.

The question of reliability for this new brand is answered by a one-year factory warranty, which can be extended to four years. If needed, work can be done at any of JPM's 120 U.S. dealerships. The only mechanical issue that came up during testing was difficulty shifting. The tranny popped out of second several times, and was hard to get from second to third. To be fair, our testbike only had 57 miles on it and the transmission will likely benefit from some additional break-in miles.

After a weekend getting to know the FX-3, I could definitely go for it-but only if I'd never gone for anything else before. And that's just how Johnny Pag wants it.

Johnny Pag FX-3

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It's Monday morning on a bright June day in the Italian Dolomites, and if there's a better place to be riding a motorcycle, then I'm not aware of it. The air is crisp, the mountain views stunning, and the road is twisty, smooth and almost deserted.

The automatic-transmission Mana GT I'm riding is doing a fine job of living up to its surroundings. The Grand Touring version of the more suburban Mana, the GT comes equipped with a half-fairing, readying it for rides that take you far beyond the city limits. The GT's new fairing does a fine job of deflecting the chilly mountain air off my chest, but just in case the weather takes a turn for the worse, I've stashed my waterproof jacket in one of the spacious accessory saddlebags ($913.40). Arcing through the fantastic curves of these mountain roads, the new Mana feels roomy, comfortable and well equipped-ready to climb mountain passes all the way to Switzerland and beyond.

Performance is pretty good, too. The Mana accelerates out of hairpin bends with a satisfying midrange punch, heading for a top speed of about 120 mph. The 839cc V-twin produces a throaty exhaust note that rises and falls rapidly as I thumb through the seven-speed sequential gearbox. Alternatively, I could use the foot shift lever, though it feels pretty odd to operate it without a clutch. Switching to automatic mode means the CVT takes care of everything-all I have to do is point the bike where I want it to go. But on these technical roads it's more fun to take control of the engine.

When it comes to shedding speed, the Mana benefits from a powerful braking package complete with competent ABS circuitry as standard equipment. The GT navigates corners quite well thanks to its well-chosen geometry, well-damped suspension and reasonably sticky Pirelli Angel ST tires.

The Mana has a fair share of scooter-style practicality. The 4.2-gallon fuel tank lives under the seat, allowing the dummy tank to act as a lockable storage compartment. Large enough to hold my XL Arai, the compartment features a small dome light as well as a power outlet for charging a cell phone, iPod or GPS unit.

The potential for combining commuting chores with more interesting riding makes the Mana unique, especially with the GT model's additional wind protection and saddlebags. The windscreen is height-adjustable, though not by much. The seating position is unchanged from that of the standard Mana, offering roomy and comfortable ergonomics suitable for long hauls.

The Mana's main drawback is the power-robbing influence of its CVT transmission, which reduces output to a claimed 76 horsepower. Despite having nearly a 100cc displacement advantage over Aprilia's manual-shifted Shiver, it's not nearly as fast. The good news is that Aprilia has added a fairing and ABS without adding too much to the bottom line. The previous Mana (which will no longer be sold in the U.S.) sold for $9899, while the 2010 Mana GT will sell for $10,599.

All of which means that the Mana GT, even more than the standard Mana, is likely to appeal to riders who want one bike both for urban commuting and longer trips. If that sounds like you, the GT is worth a look. It can certainly improve Monday mornings-especially if you head for the mountains.

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There's no arguing that Valentino Rossi is the greatest of all time. The 30-year-old Italian has eight world championships to his name and at press time was leading the '09 title chase. He's the only rider ever to win world titles in five different displacement classes, and he has more premier-class victories than anyone in the history of the sport. In 223 Grand Prix starts, Rossi has scored 103 wins, 161 podiums, 57 poles and 81 fastest laps. It's a record of incredible depth and diversity that will likely never be equaled.

Beyond his race résumé, Rossi brings an equally legendary sense of humor to the over-serious world championship realm. A man of many nicknames, known for his outrageous cool-down lap antics, "The Doctor" exhibits his playful wit at every opportunity. His helmet always tells a story. Sun and moon imagery (signifying his two-sided, playful and serious personality) are the only constant. The rest of the graphics are ever-changing. Greatest hits include his own terrified visage ("What my face looks like at the end of Mugello's front straight"), a donkey's face ("I felt like such a donkey after falling off at Indy") or the image of his late, beloved bulldog Guido adorned with angel's wings. Valentino presents himself as a uniquely funny and fun-loving individual-a stark contrast to serious, seemingly soulless rivals such as Dani Pedrosa and Casey Stoner.

Rossi is successful, one of the 10 highest-earning sports figures in the world ($34 million in 2007) according to Sports Illustrated magazine. He's superstitious, choosing to display #46 (his father Graziano's GP number) instead of the #1 traditionally worn by defending champions. And he's intensely loyal to his friends, seldom seen off the bike without Uccio, his childhood buddy who now acts as his personal assistant and confidant. Even his extended circle is never far from his mind, evidenced by the "Tribu Dei Chihuahua" fan club decal on his helmet.

Valentino Rossi is, in other words, exactly the person you want to be. He's fast, funny, amazingly successful yet still humble, adored by men, women and children, friend to the animals and filthy, stinking rich. And while it's unlikely that you'll ever be as fast, funny or fortunate, in 2010 you can at least look like him. Yamaha's new YZF-R1 LE is dressed up with decals lifted from Rossi's factory Fiat Yamaha, the graphics package correct right down to "The Doctor" decals on the windscreen, the #46s front and rear and the reproduction of Vale's signature on the fuel tank.

Unfortunately, unlike the bumblebee '06 YZF-R1 LE that featured upgraded Öhlins suspension, Marchesini wheels and more power, this latest $14,500 version is mechanically identical to the $13,290 base model. That's not to say the Rossi Replica is a complete pretender, however: Except for Ducati's ultra-exclusive Desmosedici RR, no other production streetbike shares so much DNA with its MotoGP forebear. Its unique crossplane crankshaft, sophisticated electronics and suspension technology are lifted straight from Rossi's YZR-M1.

Yamaha's MotoGP engineers first adapted crossplane crankshaft technology to tame the M1 racer's savage, 250-horsepower output. This layout locates each connecting rod 90 degrees from the next, rather than 180 degrees apart as on a conventional crank. This geometric shift, coupled with an irregular firing interval (270-180-90-180 degrees), lets the engine build power more smoothly, which enhances rear grip, improves throttle feedback and makes the R1 hook up and haul out of a corner like no other inline-four sportbike on the market. Yamaha Chip-Controlled Intake (YCC-I) runners snap from a low end-boosting long position to a shorter, top-end enhancing length at 9400 rpm, broadening the power spread and concealing the slight decline in peak power inherent in the crossplane crank configuration.

More techno-trickery in the form of an all-digital Yamaha Chip-Controlled Throttle (YCC-T) provides electronic throttle activation for improved throttle response, and also enables D-Mode functionality that allows the rider to toggle between three preset drive modes with the flip of a switch. Unlike other systems that alter power delivery by fudging ignition and injection timing, D-Mode simply alters the speed at which the YCC-T opens the throttle plates. In addition to the baseline standard setting, A-mode sharpens throttle response by 30 percent while B-mode softens it by a similar amount.

The R1 also borrows chassis technology from the M1. A controlled-fill, die-cast magnesium subframe cuts pounds and centralizes mass, while a bottom-mount rear-suspension link better resists squatting under acceleration. The fork separates damping, with compression in the left leg and rebound in the right. This keeps one circuit from negatively influencing the other, improving adjustability and optimizing road-holding performance.

Mechanically unchanged for 2010, the R1 still sounds and feels like no other literbike. It works, too: Not only did the R1 win our "Class of '09" sportbike comparison, it also earned our 2009 Motorcycle of the Year award. Yamaha saw no reason to mess with a good thing. Production of the Rossi Replica R1 is limited, and consumer interest has been strong despite a down market for sportbike sales. Chalk up another victory for Rossi's star power.

And who knows? Next year might be your last chance to score a Rossi Replica motorcycle. His current Yamaha contract is up at the end of 2010, and persistent rumors suggest he'll exit motorcycle competition and take up auto racing. Rossi has already won a World Rally Cup event in a factory Subaru, beating his boyhood hero, the late Colin McRae, in the process. He's also test-driven a Ferrari Formula 1 car, lapping within a second of F1 superstar Michael Schumacher. Schumi says Rossi has "immense talent" and would be immediately competitive. An Italian native as high-profile as Rossi driving for Italy's proudest carmaker would no doubt prove irresistible to race fans, and would almost certainly be worth any fee Rossi might demand. With nothing left to prove on two wheels, what's to stop him from making the jump to four?

Maybe the next Rossi Replica will be painted red. In the meantime, Yamaha will gladly sell you the same technology that helped make Vale such a successful motorcycle racer-and now you can even have the same graphics, too.

Jackass helmet sold separately.

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This trend in the present to modify the car is very nice especially the increasing number of accessories plus we can choose such as alloy wheels, car mats, spoiler, dashboard panel, and many car parts that can be modified. This makes many manufacturers increasingly looking for innovation to attract customers such as making product accessories from high quality materials and design that updates the preferred young people. and of the many accessories that we offer from Carid.com projector headlights with projector headlights replace your old one with a product from us you will be amazed at the look of your car because we offer products made with angel eyes the design trends in 2010. Product projector headlights are also easy to install in various brand cars such as honda, toyota, ford, chevy, mitsubisi, subaru, dodge, and many other brands of cars. from many parts of the car headlights projector is part of viewed and it is very important in a car modifications, projector headlights we have installed blue xenon lights that can illuminate the dark road with a wide illumination. Any type of car we will give you the best solution to select projector headlights according to the type of your car. projector headlights not only make your car a cool but also makes the driver's view becomes clear when driving at night and keeping you from traffic accidents at night. projector headlights from carid.com sold at a competitive price but the quality and durability guaranteed against various weather and gives you the sensation of driving

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How did a country that's still in love with Jerry Lewis, Smurfs and mayonnaise on French fries come up with this? Once you rule out divine intervention and the second coming of Carroll Shelby, it all comes down to an engineer by the name of Joël Domergue, who has been working on the Wakan 100 Roadster in one way or another since he was 14. He was bitten by American muscle-cars in general and Shelby's AC Cobra in particular-the glorious improbability of a crazy, retired racer from Leesburg, Texas, stuffing 7 liters of Ford V8 into a spindly little British roadster. Nobody else had come up with a two-wheeled interpretation, so Domergue built this one.

Inspiration was imported from America, along with 100 cubic inches of S&S V-twin power, an Andrews transmission and a Gates drive belt. The 41mm Keihin flat-slide, downdraft carburetor is from Japan, and the forged-aluminum Marchesini wheels and 46mm Ceriani inverted fork come from Italy. The most significant French component is Domergue himself, a former nuclear engineer who got his start in the motorcycle business building Scorpa Trials bikes in 1993 with first Rotax and then Yamaha engines. After selling Scorpa earlier this year, he poured the proceeds and his considerable manufacturing savvy into Wakan, a sacred word from the Lakota Sioux language that roughly translates to "spirit in ours."

The motorcycle itself is a faithful rendition of Shelby's 425-horsepower icon, and the engine is still the star of the show. The 120-horse S&S twin hangs from a TIG-welded chromoly steel-tube backbone that doubles as an oil tank. Intake air enters through a stylized 6-71 supercharger muzzle atop the airbox disguised as a fuel tank, which feeds the aforementioned carburetor. Fuel injection is coming. A roto-molded nylon fuel tank takes 3.4 gallons of super unleaded through a filler cap behind the solo seat. Once you're there, Wakan means two cylinders, two wheels and the road.

That's mostly a good thing. The dry clutch takes a healthy pull, and more stopping power up front would be nice. Otherwise, racy steering geometry leading a short, stiff chassis delivers more agility than anything else with pushrods under the hood. There's enough steam to crack 150 mph if you can hang on that long. But then again, hanging on to something like this is half the fun.

Domergue figures to sell 75 percent of the (very) limited-production Roadster in the U.S., though at press time the bike was awaiting official homologation, so you'd have to handle that yourself. But as long as you've been really good, that shouldn't be a problem. Mr. Claus has connections at the EPA.

tech SPEC
Price	$47,000
Engine type	a-c 45-deg. V-twin
Valve train	OHV, 4v
Displacement	1640cc
Transmission	5-speed
Claimed horsepower	120 bhp @ 5750 rpm
Claimed torque	120 lb.-ft. @ 4250 rpm
Frame	Tubular-steel backbone
Front suspension	46mm Ceriani inverted fork with adjustable spring preload, compression and rebound damping
Rear suspension	Sachs shock with adjustable spring preload, compression and rebound damping
Front brake	Six-piston AJP caliper, 340mm disc
Rear brake	Two-piston AJP caliper, 220mm disc
Front tire	120/70ZR-17 Michelin Pilot Power
Rear tire	180/55ZR-17 Michelin Pilot Power
Seat height	31.0 in.
Wheelbase	54.3 in.
Fuel capacity	3.4 gal.
Claimed dry weight	403 lbs.
Contact	www.engmore.com

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Certainly there are aspects of this job that one can take for granted i.e. getting to ride all the latest and greatest powersports equipment. And with the constant and never ending flow of new motorcycles, it becomes difficult to remember each and every bike's individual attributes. This afternoon, I took a spin aboard the 2009 , recipient of our Sportbike of the Year award, and I can say is WOW!

Recently, having ridden a variety of other less-performance oriented street bikes, I forgot just how awesome of a machine Honda’s superbike is. It’s simply amazing the amount of performance has laced this bike with. Perhaps even better, is that this performance doesn’t come at the cost of day-to-day road worthiness.

The engine’s powerband is smooth and easy to manipulate, as is its light-action clutch and faultless transmission. Feel like just cruising? Then keep the rpms below 6000 and short-shift through each of its six gears. Feel like letting er’ rip? Pin the throttle and excess revs expose its fat mid-range, which scoots you forward like nothing else this side of a catapult. Plus, the engine offers minimal vibration throughout its 13,300 rev range while remaining as quiet as Grandma’s sewing machine.

Equally as exciting are its braking capabilities which make the act of stopping argueably as entertaining as accelerating. Like the engine, its Showa suspension bits are adaptable and can be set-up to deliver a forgiving ride on the street or a taunt, racy experience around the track. Lastly, the rider compartment is about as tolerant as sportbikes come.

If you’re in the market for a high-performance street bike that you can rip around on the weekends then commute on during the week, you won't find anything better than Honda’s $12,999 CBR1000RR.

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